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THE U. S. S. HARRISBURG IN WAR 



HISTORY OF THE 

U. S. S. HARRISBURG 

THE QUEEN OF THE OCEAN 
IN PEACE AND IN WAR 




R. B. HOLT 



Copyrighted Nineteen Nineteen 
By ROBERT B. HOLT 






i\pK oO i'd20 



©C!.A570130 



o^o 




Henry A. Candy 



DEDICATED AS A TRIBUTE 



to 



Commander Henry A. Candy 
U. S. Naval Reserve Force 

under whose able command this ship was so 
skillfully navigated through the submarine 
infested and mine strewn war zone during the 
entire period of the war, both while engaged 
in the United States Mail Service as an armed 
merchantman and as a U, S. Transport carry- 
ing American troops to the battlefields of 
Europe. His unceasing vigilance, his won- 
derful seamanship and absolute fearlessness, 
account for her wonderful record and per- 
formances while engaged in these most 
arduous and dangerous duties. 



L9J 




Admiral Gleavls and Staff 



CONTEMS 

Part I 
Chapter Page 

I. Historical 39 

II. Specifications 22 

III. In Peace and in War to August, 1914 25 

IV. Activities from August, 1914, to April, 1917. . . 39 
V. Activities from April, 1917, to May, 1918 41 

Fart II 

I. Entry into War Service 50 

II. First Voyage 62 

III. Second Voyage 71 

IV. Third Voyage 77 

V. Fourth Voyage — Armistice 83 

VI. Troops Homeward Bound 94 

VII. Sixth Voyage 100 

VIII. Seventh Voyage 103 

IX. Eighth Voyage Ill 

X. Entertainments and Welfare 127 

Officers and Crew 140 



[11] 




INTRODUCTION 



MERICA'S prominence and prowess as a naval power 
are acknowledged today by all the world. Wherever 
on the great ocean American naval vessels may be, 
the Stars and Stripes are recognized with a respect 
that is not altogether of recent birth. What is true of the 
American Navy in the course of time may become true of 
the American Merchant Marine. The value of having great 
ocean liners under the American flag, and the speed and facility 
with which in time of the nation's need they may be changed, 
from peaceful agents of commerce into transports and levia- 
thans of war power, has just been demonstrated. 

There is not in all American maritime history a more 
significant and promising page than that which tells the story of 
how ships of the American Merchant Marine were transformed 
to armed cruisers, troopships and storeships. 

In writing a history of the performances of the U. S. S. 
Harrisburg, it is deemed essential also to outline the wonderful 
and remarkable record of this vessel previous to her entrance 
into the Naval services during this war. Starting with the laying 
of her keel and her launching as the S. S. City of Paris, later 
to be commonly known the world over as "The Queen of the 
Ocean," and her performances as the Harrisburg in the world 
war, her history will remain an enviable record. This work 
is therefore divided into two parts. Part I covering the period 
up to the time she was taken over by the United States Navy, in 
May, 1918, Part II covering subsequent services as a United 
States Troop Transport during the war just brought to a 
successful ending. 

With the generous permission of the International Mercan- 
tile Marine Company, I have copied several pages from their 
book of the performance of the U. S. S. Yale, during the 
Spanish-American War. I am indebted to Lieutenant-Com- 
mander William Joyce, U.S.N.R.F., Chaplain Albert and many 

[13] 



other officers and enlisted men of the vessel for many notes and 
suggestions, and to Wm. T. L. Armstrong, B.M 2nd CL, 
U.S.N.R.F., and Fred Meyr, Sea., U.S.N.R.F., for their sketches 
and cartoons, these being of the greatest importance in the 
preparation of such a volume. R. B. H. 




TO THE TRANSPORT QUEEN 

I'm glad the war is over, for the task has been well done. 

We saw it was our business to get that "darned" old Hun. 
We did not do much fighting, as it was not in our line, 

But we surely took our soldier boys to Europe just in time. 

We were constantly in danger of submarines and mines 

But we never shirked our duty, though we had some rough old times. 

Our Captain knew his business, and we stood by him, too. 

And we can tell you folks, with pride, we surely have some crew. 

We've had our little troubles — some of them caused us pain, 

But the pathless seas we'd navigate in sunshine and in rain. 

And when, with bag and hammock, o'er the gangway we shall go, 
In silent tribute, we'll salute the ship whose flag we all love so. 

K. J. S. 



[14] 




■^m-s^^^^^^:^s^''^&^s^^^S^^^^^^^^^^^^^^^^^imsi^ 



A RESUME OF THE HARRISBURG'S 
PERFORMANCE 

1. 45 trips through the war zone frcm August, 1914, to 

armistice. 

2. Steamed 270,000 miles during the war. 

3. Landed 30,000 troops in France. 

4. Landed part of the first 5,000 troops sent abroad. 

5. Distinguished for services in peace and in wars. 

6. First relief ship out of Europe at the outbreak of the war. 

7. The oldest transport in the service. 



[15] 



Part I 



Chapter I 

HISTORICAL 

Our good ship has had quite an eventful career. Ob- 
viously, we say "good ship," but further because of her cruises 
lunder various names, first, as S. S. City of Paris, built for 
the Inman and International Line, England. This com- 
pany was soon purchased by the International Navigation 
Company. 

In 1887 the Company contracted with the Clydebank Ship 
Building and Engineering Works, Glasgow, Scotland, one of 
Great Britain's foremost shipbuilders, for the construction of 
two steamships, the first twin-screw passenger carrying steamers 
ever designed and the first ships ever built to be practically 
unsinkable. They were at that time the largest merchant 
steamers afloat and were christened the City of New York and 
the City of Paris, flying the flag of Great Britain. 

The City of Paris was the first of these. Her keel was 
laid in 1887, she was launched in 1888, and made her maiden 
voyage in 1889. When she made her first appearance she 
created the most widespread interest and was hailed as the 
herald of a new era in ocean travel. She was the pioneer of 
speed and twin propellers, and from the time of her launching 
she has been commonly known on the Atlantic as "The Queen 
of the Ocean." She was also the first ship to be fitted with the 
telephone and hydraulic lifts and elevators. As regards to her 
interior, the best designers were called upon to design and 
execute the decorations and upholsterings. 

She was contracted for and built to make 19 knots, but 
exceeded the builders' expectations. She established a new 
world's record for a voyage across the Atlantic, and though 
that was thirty years ago, she is today one of Uncle Sam's 
speediest transports. When she was built she had three masts, 

[19] 



U. S. S. HARRISBURG 

three funnels and carried yards and sails. She was rebuilt in 
1900 and as the sails were deemed unnecessary they were taken 
oflf as was the third funnel. 

In 1893 the S. S. City of Paris became a naturalized 
American vessel and since that time has served the Stars and 
Stripes in peace and in war. She was the first ship to carry 
wireless and the first that demonstrated the incalculable ad- 
vantage to the nation of possessing a fighting reserve of 
merchantmen to be called upon in time of need. As a veteran 
of the Spanish-American War of 1898, she long ago proved an 
example of American adaptability and made the task of this 
more recent war just that much easier, by having ships of our 
own. 




[20] 



U. S. S. HARRISBURG 



THE HARRISBURG FOR ME 

Ours is a ship with a history rare, 

She sails the dark blue sea; 
In transport service she's debonair, 

The Harrisburg for me. 

Her masts are high, but ever there. 

However rough the sea; 
On her there was no submarine scare, 

The Harrisburg for me. 

Her stacks are tall and do look queer, 

But I'm sure you will agree. 
That others'U look worse in their thirtieth year. 

The Harrisburg for me. 

When the wild storms rage and the waves roll high, 
Just open the throttle and you will see 

She'll catch all others and pass them by; 
The Harrisburg for me. 

Her crew are lads with nerves of steel. 

They fought to make men free; 
We trust ourselves to the man at the wheel 

The Harrisburg for me. 

But Ship so fair, the time draws near. 

When by-gone Pals we'll be; 
But 'till that time I'll be right here. 

The Harrisburg for me. 



[21] 



Chapter II 



SPECIFICATIONS 



The dimensions of this vessel are: Length, 525 feet; length 
over all, 560 feet; breadth, 63.6 feet; moulded depth, 42 feet, 
and a gross tonnage of 10,786 tons. Siemens-Martin steel 
was exclusively employed in building the immense outer shell 
of the hull, which has a double bottom throughout, this arrange- 
ment being adopted so as to prevent any danger arising to the 
safety of the ship should she run aground. 

There are fifteen watertight compartments, separated by 
transverse bulkheads, extending from the keel to the saloon 
deck and rising eighteen feet above the load water line. These 
bulkheads are solid structures of immense strength, containing 
no doors or openings of any kind, so that, should an accident 
occur, no aperture has to be closed at the last moment, and 
each section is complete in itself. Three of these watertight 
compartments are set apart for the boilers and one for the 
engines, the latter space being further divided by a longitudinal 
bulkhead, so that the machinery is duplicated in the strictest 
sense of the term, thus forming the starboard and port engine 
rooms. The first cabin passengers are housed in the three 
watertight compartments in the central part of the vessel, two 
compartments abaft are set apart for the second class passen- 
gers, while the compartments at each end are divided into space 
for steerage passengers and cargo. 

One of the finest internal features of the ship was the 
first cabin dining saloon, located forward on the saloon deck. 
The space usually allowed between decks is about eight feet, 
but in this vessel the principal dining saloon, spanned by a 
barrel-vaulted ceiling, it is carried through two decks and a 
half, the height attained at the crown being 20 feet, while the 
length of the vault is fifty-three feet and the span of the 

[22] 



U. S. S. HARRISBURG 

arch is twenty-five feet. Accommodation was originally pro- 
vided for 260 passengers in this chamber, but alterations 
afterwards made it possible to dine 420 passengers at the same 
time. It is thus possible to conceive how over 3,300 passengers 
are fed every day in this same dining room. 

At the after end of the dining saloon is the grand staircase 
leading to the promenade deck and giving entrance to two 
apartments. The first of these was the drawing room in time 
of peace, and in war a dining saloon for Army officers and 
others assigned as passengers. 

On the after side of the stair hall is the library. This 
apartment during the war was converted into a ward-room for 
Naval officers. The sides of this chamber are lighted from 
windows overlooking the promenade deck and a central skylight 
makes it exceedingly bright and interesting. There is a lining 
of wainscot oak round the library, and the names of many il- 
lustrious authors appear in carved scrolls upon the panels, while 
quotations from sea poems are inscribed upon the stained glass 
of the windows. Upon the shelves are about 900 judiciously 
selected volumes. 

In war times, due to the utilization of space for troops, 
there are no smoking rooms aboard. Other times, the first class 
smoking room, 45 feet long and 27 feet wide, afforded space for 
130 men. Upon the promenade and saloon-decks no fewer 
than 40 rooms are set apart in 14 suites. These rooms are now 
used for necessary offices and ship's officers quarters. The 
promenade deck extends from one end of the ship to the other, 
a distance of nearly 190 yards. 

The second cabin dining saloon is a handsome and well 
lighted apartment, 27 feet long and 40 feet wide, providing 
seats for 150 passengers. This apartment is now used as 
hospital ward as well as the original second cabin smoking 
room. 

As you would naturally suppose, in order to serve efficiently 
as a troop transport, many alterations were made and in the 
haste such alterations were rather crudely performed. In the 
eyes of the merchant marine officers, who are still aboard, she 
is likened to the German army, "All shot to h ." How- 

[23] 



U. S. S. HARRISBURG 

ever, this vessel has been through it all before. After the 
Spanish-American War the restoration from cruisers of war 
to merchant steamers occupied but little time than did the 
change from liners to cruisers, and when her peaceful occupa- 
tion was resumed there was not a mark to tell of the hazardous 
cruises nor of the incidental showers of projectiles through 
which she passed during that war. She is not dressed now, but 
stripped for action. As her appearance when made into a 
transport was a surprise to those who knew her in the passenger 
and mail service, so will it be when she is dressed in the garb 
of peace again, renovated and refurnished even better than 
on her maiden voyage. 




K]5 BRST TRIP 



[24] 



Chapter III 

IN PEACE AND IN WAR TO AUGUST, 1914 

The Steamship City of Paris, as our ship was first named, 
was built to make 19 knots, but she made her maiden passage 
from Queenstown, Ireland, to New York, in 1889, in 5 days, 
19 hours and 18 minutes, with a speed of 20 knots per hour, 
this being the world's record at that time. When this vessel 
first arrived at New York it was an event of the greatest interest 
and everyone wished to get a glimpse of this new "Queen of 
the Ocean." Many excursion steamers, river boats and 
pleasure craft, loaded with sightseers gladly paid the small fee 
of fifty cents to go down New York harbor to Sandy Hook to 
see this remarkable ship come in and help to escort her up the 
North River. Although an occurrence of thirty years ago, we are 
told by people who witnessed this reception that it exceeded all 
such occasions previous to the reception of Admiral Dewey's 
fleet after the Spanish-American War. 

One year after leaving the builders she nearly became a total 
loss. The starboard main engine shaft broke, causing the 
engine to run away and break up. A part of the engine broke 
the main injection valve, which flooded the starboard engine 
room and to keep her from turning over, water was let into 
the port engine room. The racing of the engine when the 
shaft broke cut the main condenser in two. A heavy sea was 
running at the time and to make matters worse, a twenty-two 
inch pipe was open to the sea in consequence of the valves being 
put out of action by the engine breakdown. Pumps were 
worked, but, of course, could not cope with such an inflow. 
Thus, with disabled engines and four compartments flooded with 
water, the City of Paris was at the mercy of the sea. Owing to 
her construction and the fact that many hundreds of tons of 
coal had been burned on the voyage from New York, there was 

[25] 



^ 



U. S. S. HARRISBURG 

no danger of the liner sinking. The water inside the hull was 
barely over the weight of the coal which had been used. Thus 
the ship was made a derelict 800 miles west of the coast of 
Ireland. A remarkable event happened at this time. There 
being no wireless in those days or any means of communication 
to secure aid for the disabled vessel, the chief officer Passoro 
volunteered to make land and amid roaring cheers of the crew 
set sail with one of the ship's lifeboats. He was successful 
in reaching the Irish coast, reporting the accident about six 
days later. Fortunately the watertight compartments of the 
vessel withstood the strain and soon afterwards she was safely 
towed into Queenstown harbor where temporary repairs were 
made and a new engine fitted. 

In 1892 she even reduced her former world's record 
from Queenstown to New York by five hours, making the trip 
in a period of five days, 14 hours and 24 minutes. 

In 1893 a most important and dramatic event in the mari- 
time history of the United States was enacted — the restoration 
of the American flag to the seas from which it had almost 
entirely disappeared. Congress, after some delay, passed a bill 
permitting the admission of the foreign-built City of New York 
and City of Paris to American registry, provided their owners, 
the American Line of the International Navigation Company, 
would build in American shipyards, under the supervision of 
the Navy Department, two vessels of equal tonnage and speed, 
ready to take the sea as auxiliary cruisers in case of war. 

The two contracts were let and the result was the building 
of the U, S. M. S. St. Louis, now the U. S. S. Louisville, and 
the U. S. M, S. St. Paul, now the U. S. S. St. Paul, which had the 
misfortune to turn over while tied up to her pier in New York. 
For the sake of convenience, the names of the two British- 
built ships were shortened to New York and Paris, the Inman 
Line, from New York to Liverpool, ceased to exist and the 
Southampton service of the American Line was iu'^ugurated. 
The American flag was raised over the naturalized U. S. M. S. 
Paris, in New York, with great ceremony. The American flig 
thus flew over the fastest mail steamer afloat and up to that 
time the United States had no ocean going mail steamers. 

[ 26 ] 



U. S. S. HARRISBURG 

Under the American flag she opened up the port of Southamp- 
ton, and there was an enthusiastic welcome by the populace 
and all Southampton made holiday. The U . S. M. S. Paris 
established another record in 1893, making a record run from 
Southampton to New York in 6 days, 9 hours and 37 minutes. 
To better accommodate the American Line's fleet of leviathans, 
it was necessary to build new piers in the North River, and they 
are among the largest and most commodious piers in the world. 
The Paris thus continued her travels back and forth across the 
North Atlantic as one of the greatest peaceful agents of com- 
merce until the outbreak of the Spanish-American War on April 
13, 1898. It was at this time that the American Government 
bethought to avail itself of the terms of the Act placing the 
swiftest American liners at its disposal for just such an 
emergency, and it fell to the American Navy to be the first to 
put into practice the modem principle of using the fastest 
mail and merchant steamers as auxiliary cruisers for naval 
warfare and transportation of troops. 

On the day the American Minister at Madrid was handed 
his passports, and the declaration of war had narrowed down 
to a mere matter of hours. Captain Watkins, who was then at 
Southampton with the Paris, received orders to return imme- 
diately to New York. A confidential despatch, warning him to 
look out for the Spanish Cruiser Emperador Carlos V , which 
had put out from Havre to intercept the American liner on her 
way home, reached him at the moment of his departure. 

Steaming somewhat out of her usual course, showing her 
colors to none, and with her three huge funnels so disguised that 
even the signal operator at the Needles did not recognize her, 
the Paris sped away towards home. At night, all lights were 
out and the orders that not even a match should be struck on 
deck were rigidly observed. The commands of the officers 
were given in a low voice and the lookouts were quadrupled. 
During the rare intervals when the captain was not on the 
bridge, peering anxiously into the gray waste beyond, the 
understanding was, that at the slightest intimation of danger 
from any quarter whatsoever, the ship should be headed about 
and run at the full limit of her spred. Once on the high seas, 

[27] 



U. S. S. HARRISBURG 

however, Captain Watkins breathed more freely, for he had 
faith in the great engines of his ship and knew that there 
was not a vessel in the Spanish Navy that could out-strip her 
on a straight-away course. Even when the Banks of New- 
foundland were reached the speed was not slackened, and none 
of the precautionary measures were relaxed until the giant 
ship rode safely into New York Harbor. 

Spain's disappointment over the failure of her cruisers 
to make this capture was most bitter, for a single vessel of the 
character of the Paris would have compensated her for the 
many Spanish ships that became the prizes of the American 
blockading squadron in Cuban waters. 

On board the Paris there was only one person who was not 
enthusiastic over the safe passage, a young Englishman, whose 
hope of adventure had led him to sail on the American liner. 
While others were tendering their thanks to Captain Watkins, he 
alone complained. "To be chased by Spanish cruisers prom- 
ised excitment, don't you know," he said, "but we went so 
fast that we never gave the Spanish a chance, so nothing 
happened, no, not a thing." 

As soon as the Paris had steamed past her fellow cruisers 
lying in the harbor, and had come alongside the American 
Line pier, her transformation into a naval vessel began. The 
gilt letters spelling Paris on her stern were removed and in 
their place appeared the name Yale. Already the students 
of Yale University had begun to raise a fund wherewith to 
purchase guns for the new cruiser, and soon two rapid-lire 6- 
pounders were installed by them upon her decks, and duly 
christened "Eli" and "Handsome Dan," to distinguish them 
from the other batteries. 

On the second day of May, at 2.15 p. m. the former Paris 
went into commission in New York Harbor as an auxiliary 
cruiser in the American Navy. Captain Wise, U.S.N, took 
command, while former Captain Watkins, duly commissioned 
Commander, U.S.N., remained on board as navigating officer, 
together with the other old officers and crew. From the gov- 
ernment Navy Yard, near by, came a score of marines to man 
the guns. Having thus completed her armament and crew, the 

[28] 



U. S. S. HARRISBURG 

Yale on the same evening steamed out of the Narrows under 
sealed orders to scout for the Spanish fleet that had left the 
Cape Verdes with the expressed purpose of harrying the 
American coast. As soon as Sandy Hook and the buoys 
marking submarine mines were cleared, Captain Wise read his 
orders, and at once set his course for Porto Rico, where Admiral 
Cervera was expected to coal. 

While the Yale was cruising at a high rate of speed over the 
long expanse of ocean between New York and Porto Rico, her 
marines and crew were incessantly drilled in gun and rifle 
practice, firing at set ranges, or at floating flour barrels that 
served for targets. Early on the morning of the fourth day 
Porto Rico was reached, and by noon the Yale lay only four 
miles off" San Juan lighthouse. There she remained until 
evening, keeping a close watch over the harbor entrance, and 
that night the crew slept by their guns. Next morning Captain 
Wise decided to make the entire circuit of the island, and the 
Yale accordingly steamed from one Porto Rican port to the 
other, skirting the shores so closely that nothing could possibly 
escape her. 

To the coast dwellers of Porto Rico, this giant cruiser, 
coursing at full speed, appeared a wonderful thing indeed, 
and when passing at night, flashing her colored electric 
signals and playing her blinding searchlights along the shore, 
the superstitious natives crossed themselves and murmured with 
bated breath, "El Jumby, con tres chimeneas!" (Behold, a 
ghost ship, with three funnels!). 

Having completed the circuit, the Yale, two days later, 
once more found herself off the harbor of San Juan. What 
followed is thus graphically told by Ensign Henderson: "Cap- 
tain Wise and Commander Watkins were both upon the bridge, 
and as they neared the entrance to the harbor the former asked, 
'What ship does the Yale resemble?' 'She might pass for 
the Cit/y of Rome,' replied Commander Watkins. Thereupon 
Captain Wise ordered the English colors run up and the City of 
Rome signals displayed, and steered close under the Morro 
where every corner of the harbor could be seen. Then, having 
made quite sure that Cervera's fleet was not within, Captain 

[29] 



r^ 



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f 



< 

p 



U. S. S. HARRISBURG 

Wise ordered the borrowed colors to be dipped in salute to 
the Spanish colors on the Morro, and as the ship passed under 
the guns which could have sunk her, the courteous and unsus- 
pecting gentlemen in the fort dipped the standard of Arragon 
and Castile. 

Scarcely was this pseudo-British merchantman out of range 
when the English flag was hauled down, the Stars and Stripes 
were hoisted in its stead, and the Yale started in pursuit of a 
Spanish steamer, which had come up from the eastward. At 
first the stranger tried to reach San Juan, then turned and 
headed for the harbor of St. Thomas. Meanwhile, on the 
Yale, the stokers who were off watch had volunteered to go 
down to the fires. The smoke poured from her giant funnels, 
and the twin screws drove her at top speed after the fleeing 
Spaniard. For an hour and a half the pursuit continued, 
and every minute the ocean greyhound drew closer to her prey. 
When close alongside "Handsome Dan," the starboard-bow 
gun, barked a hoarse note of warning to the Spaniard. A 
second shot across his bow did not stop him, nor a third, nor 
yet a fourth. Then Lieutenant Key sighted the gun himself 
and sent a shell right over the bridge where the captain was 
standing. Whether or not, as the Spaniard claimed, the shell 
really burst above his head and knocked him down, it certainly 
brought him to his senses. A moment later the steamer hove 
to and hoisted Spanish colors. 

The prize crew sent to board her found her to be the Rita, 
bound from Liverpool via Corunna to San Juan, laden with 
coal and merchandise. In her cabin was a solitary passenger, 
a Spanish lady, on her way to join her husband in San Juan. 
She appeared to stand in great dread of the American officers 
and bluejackets who took charge of the captured steamer, until 
their courteous demeanor proved her fears to have been vain. 
Later, when the Rita was taken to Charleston, this lady was, of 
course, released, and the ship was sold for a prize, netting the 
Government $150,000, half of which went to the officers and 
crew as prize money. 

The next vessel that was overhauled by the Ya/e flew Danish 

[31] 



U. S. S. HARRISBURG 

colors, and proved to be a despatch boat chartered by the 
American war correspondents. 

After this interview in mid-ocean, the Yale cruised for 
some days between Porto Rico and Danish West Indies, her 
object being to intercept any vessels plying on this well-beaten 
track. 

By May 10th, when she again appeared off San Juan, her 
true character as a commerce destroyer had evidently become 
manifest to the Spaniards. Scarcely had she been sighted 
off San Juan light when a Spanish man-of-war was seen to 
emerge from the harbor at top speed, heading straight for her, 
while the shore batteries opened fire vigorously, their shells, 
fortunately, falling some distance astern. Drawing well be- 
yond the reach of the long range guns on the fort, however, the 
Yale made the Spanish cruiser beat a hasty retreat by setting 
signals as though signaling to an American fleet to the north- 
ward. 

Thirty-six hours afterward. Admiral Sampson actually 
appeared with his fleet off San Juan and bombarded the place, 
as if to punish the Spaniards for their rash attempts upon one 
of our scouting cruisers, and on the same day the Yale ran into 
St. Thomas, and there encountered her sister ship, the St. Louis, 
waiting for orders from the Admiral. 

After a brief exchange of courtesies, the Yale once more 
set out to scour the Caribbean Sea. This time she cruised 
westward, and the lookout had just reported a vessel ahead, 
which appeared like a sister ship of the Rita, when Admiral 
Sampson's despatch boat Dauntless bore down upon the Yale 
and signaled her to stop. From the men aboard the former 
filibuster, Captain Wise first learned of the bombardment of 
San Juan, news of which seemed, indeed, but scant compensa- 
tion for the interrupted chase that had promised such a 
valuable prize. 

That night, however, the Yale once more appeared off San 
Juan lighthouse, and, setting two white lights, drove past the 
harbor in full chase after a strange vessel that had answered 
her deceptive signals, only to douse her lights and disappear 

[32] 



U. S. S. HARRISBURG 

into the gloom when she apprehended the fate that awaited her 
from the swift coursing American cruiser. 

This vanishing apparition of a monster ship flashing her 
quick flaring lights through the darkness, so it has been learned, 
frightened the panic-stricken people of San Juan nearly out of 
their wits. There were shrill cries of "El Jumby!" from the 
terror-stricken women, while others shouted: "The Americans 
are coming." This was followed by a scene of indescribable 
disorder — frantic men, women and children rushing pell-mell 
through the streets as they called upon all the Spanish saints to 
save them from another American bombardment. 

These scenes were enacted again and again during the next 
three weeks while the Yale was engaged in upholding her single- 
handed blockade of Porto Rico. Having been relieved by 
the St. Louis, the Yale was dispatched to Cape Haytien and in 
the picturesque harbor encountered the St. Paul. Here she 
waited for the cable dispatches which were transmitted to 
Captain Wise by the American Consul, who came aboard at 
midnight, while sentries paced the decks, to and fro, between 
the gun crews sleeping at their quarters, with the head masters 
keeping a sharp lookout from the crow's-nest, it being known 
that the port was swarming with Spaniards. 

Having received orders to patrol the dangerous entrance to 
the harbor of Santiago, together with three other cruisers 
selected for the purpose, the Yale proceeded thence at once, 
arriving on May 22d. Here she was assigned to patrol a 
course next to that of the St. Paul, and from that day the four 
swift-moving cruisers rushed back and forth between pre- 
arranged points, like the stars swinging around their orbits 
and wig-wagged their observations as they came within sight 
of one another at ends of their elliptical course. 

On May 28th, the day that the St. Paul signaled to the 
Minneapolis and the Yale that three Spanish cruisers were 
emerging from the mouth of the harbor, the American Flying 
Squadron appeared and Commodore Schley, after relieving 
the auxiliary cruisers of their patrol, detailed the Yale to lend 
a line to the slow-laboring collier Merrimac. 

On the following day the Yale cast off to let the Texas and 

3 [33] 



U. S. S. HARRISBURG 

the Marblehead coal from the Menimac, while she was ordered 
to proceed with the 5^. Paul to Port Antonio, and thence west- 
ward along the north coast of Cuba to Key West and join 
Admiral Sampson, 

On the way, while off Cape Maysi, she encountered the 
New Orleans steaming eastward and exchanged night signals, 
acquainting her with the whereabouts of the Spanish fleet and 
Commodore Schley's Squadron. Next day, Admiral Sampson's 
squadron hove in sight and Captain Wise immediately went on 
board of the Flagship and reported short fuel. Admiral 
Sampson promptly ordered the Yale home to coal and four 
days later she dropped her anchor in Hampton Roads with 
barely enough coal left in her bunkers to run one hour longer. 

During the three weeks that the Yale remained at Fortress 
Monroe she underwent changes. Her sides were covered with 
a dull gray war paint to make her conform with other fighting 
ships in the American Navy, all but one of her life-boats were 
sent ashore and eight 5-inch rapid fire guns were added to her 
battery. The officers received their commissions and the crew, 
which now numbered 430 men all told, provided themselves 
with a small black goat which they named "Eli" after one of 
the guns given by the college. 

On June 24th Brigadier-General Duffield came on board 
with 1,300 men of the 23rd and the 34th Michigan Volunteers, 
and the Yale started at once for Cuba. Within three days she 
hove alongside Admiral Sampson's flagship, the New York, lying 
off" Aguadores together with the Oregon, Iowa, Massachusetts, 
New Orleans, Vesuvius and other American men-of-war, and 
was ordered to proceed at once to Siboney, there to follow the 
example of the other transports of disembarking troops. In 
course of the same day all the Michigan soldiers were landed. 

While steaming up and down the coast to collect homeward 
bound mail from the many ships of the squadron and transport 
fleet, she was visited by the foreign military and naval attaches, 
who evidenced the liveliest interest in this great merchant con- 
verted into an auxiliary cruiser. 

From Santiago the Yale ran down to the other port of the 
North Atlantic Squadron blockading Havana and performed 

[34] 



U. S. S. HARRISBURG 

the same good offices for American ships there, touching finally 
at Key West. 

In the beginning of July she was ordered to Charleston to 
transport more troops. This time it was the 6th Massachusetts 
Volunteers bound for Porto Rico, and then with them came 
General Miles, Commanding the United States Army, together 
with his staff hurrying to the front at Santiago. By July 12th 
the Yale was once more off Siboney and General Miles was 
landed with such dispatch that he was able to reach the 
front before the surrender of the Spanish forces beleaguering 
Santiago. 

After the capitulations, General Miles returned to the Yale, 
which together with the other transports was awaiting him in 
Guantanamo Bay. The encampment of the marines established 
here by Captain McCalla, of the Marblehead, under a baptism 
of fire, had by this time grown to the proportions of a well- 
organized military camp, and from this point another army of 
invasion was preparing to pounce down upon the last Spanish 
possession in the western hemisphere. 

The expedition to Porto Rico started on July 22nd, and the 
Yale acted as flagship. 

The long drawn fleet of transports and convoying warships 
steamed slowly past the green shores of Hayti and Santo 
Domingo, to come to a final halt at the unexpected anchorage 
off Guanica, the spot selected by General Miles for his first 
debarkation and attack. 

Soon afterwards, when the American flag was seen to rise 
over the nearest Spanish stronghold, there was a scene of un- 
bounded enthusiasm among the troops and sailors gathered on 
the decks of the Yale, for they realized one and all that the 
conquest of Porto Rico had begun. 

Upon her return north from Porto Rico, the Yale was held 
for a fortnight in New York Harbor, coaling and overhauling 
her batteries until she was ready to make her third and last 
run to the front with a regiment of marines dispatched to 
garrison Santiago de Cuba. 

It was time for the marines to arrive, for most of the 

[35] 



U. S. S. HARRISBURG 

troops had been ordered home, and among these were the 3rd 
and 20th Infantry, who were assigned to the Yale. 

When Long Island was reached and the homeward bound 
soldiers had been landed at Camp Wikoff, the Yale was ordered 
to New York to disarm. 

On the last of August, her officers were mustered out of the 
naval service, or ordered to other ships, the crew paid off and 
the Yale went out of commission to resume her services in the 
American Liiie as the Paris. 

Officers of the U. S. S. Yale 34 

Complement. 

Bluejackets 381 

Marines 50 

Battery. 
Eight 5-inch Rapid-firing guns. 1,200 Rounds of Ammunition. 
Four 3 pounders. 1,200 Rounds of Ammunition. 

The restoration of the American Liners from the cruisers 
of war to merchant steamers occupied but little more time than 
did the change from liners to cruisers, and when their peaceful 
occupation was resumed, there was not a mark to tell of the 
hazardous cruises, aggregating for the Paris a distance of 
fifteen thousand miles. 

Through the vigilance of her officers she escaped unscathed 
and her appearance was a matter of general surprise as, 
renovated, refurnished and dressed in the garb of peace and 
every whit as spick and span as when she made her maiden 
voyage she sailed out of New York Harbor to lake up once more 
her mission as an agent of commerce, the U. S. M. S. Paris. 

She was very successful in her schedule runs from New York 
to Southampton and Cherbourg, until one evening in 1900, 
during a thick fog, she ran on the rocks of Falmouth, England, 
and was hard and fast for a whole year. Eventually she was 
floated off with the aid of pontoons and towed to Belfast, 
Ireland. This was one of the largest salvage operations at- 
tempted up to that date. After being fitted out with new engines 
and boilers and generally remodeled she entered the mail 

[36] 



U. S. S. HARRISBURG 

and passenger service once more, her name being changed to 
the U . S. M. S. Philadelphia. It was in this overhauling that 
her third smokestack was removed. Sailing once every three 
weeks from New York to Southampton, she made seventeen 
round voyages in one year, a record that is known all over the 
United States and abroad, and by that name she has constantly 
traversed the North Atlantic since 1900, until taken over by 
the United States Navy in the present war, where, owing to the 
fact that there was a ship in the Navy having that name, she 
was renamed the U. S. S. Harrisburg. However, as many times 
as she has been scaled from trunk to keel, even recently her 
Christian name, the City of Paris, is plainly to be seen on 
her bow and all of the chipping and hammering that have 
pounded her sides have not removed it. It is like saying, "You 
cannot change the leopard's spots." 

In 1902 the U. S. M. S. Philadelphia began stopping in at 
the port of Plymouth, England, sailing from New York on a 
Saturday, arriving on the schedule time the following Saturday 
morning at Plymouth, going to Southampton in the afternoon 
of the same day, where a stop of a week was made for coaling 
and cargo, sailing on Saturday for New York, but stopping at 
Cherbourg, France, for passengers. 

In February, 1902, our ship was equipped with the Mar- 
coni wireless system, three years before the wireless came into 
use for commercial purposes, and was therefore the first ship 
to be fitted with wireless communications. Mr. Marconi 
himself carried on his experiments aboard this vessel, making 
several voyages during this time. In February, 1902, the first 
long distance message sent out from any land station was 
received in mid-ocean by the U. S. M. S, Philadelphia and an- 
nounced the fact that Cicero had won the English Derby. 
She remained in communication with the Marconi station at 
Land's End for a distance of 1,550 miles. 

The ship made constant eventful voyages from that time 
until the outbreak of the great war, August, 1914. 

She arrived at Southampton the day before the war was 
declared between Germany and France, having aboard Ameri- 
can representatives bound to the peace conference to be held 

at Berne, Switzerland. 

[37] 



Chapter IV 

ACTIVITIES FROM AUGUST, 1914, TO APRIL, 1917 

When war was declared between Germany and France, 
the Philadelphia was in Southampton, and on the following 
day arrived at Cherbourg. War was declared between Eng- 
land and Germany, on Monday, the ship sailed for the States 
on the Wednesday after the war started, loaded to her capacity 
with homeward bound Americans. She was the first relief 
ship to sail from Europe for the States at the beginning of 
European hostilities. 

There were practically a million Americans stranded in 
Europe at that time and so quickly did the German hordes 
sweep down, and so quickly did Europe go on a war footing, 
that there was almost a panic among those visiting Europe. 
The ship was filled to overflowing — millionaires and bankers 
of prominence slept in steerage quarters and on the decks, 
in order to secure passage to their native land. Nor was there 
any complaint among the crowd as they were all too glad to 
be on an American vessel going west. This was her last 
voyage to Southampton, for after this time she ran to Liver- 
pool, going around the north coast of Ireland. She observed 
the rules and regulations of a neutral ship, and during this 
period had no conflict with the combatant parties. She had 
the American flag painted very conspicuously on her sides, 
amidships. 

On her voyage of December 30, 1916, New York to Liver- 
pool, she had on her long passenger list. Countess Dumas, and 
the American Ambassador to Spain, the Honorable Joseph E. 
Willard and wife. The ship left Liverpool on her return, 
January 12, 1917, leaving New York again January .27th, 
1917, going into Liverpool after February 1st, when the Huns 
made their war zone declaration. In further defiance, she 

[ 39 ] 



U. S. S. HARRISBURG 



left Liverpool, February 14th without guns or convoy and ran 
at full speed through the war zone in utter darkness. Upon 
her arrival in New York the burning question was up, "would 
the United States allow the Imperial German Government to 
dictate, how^ and where our ships should go." The American 
Line refused to let its ships sail without an armed guard. 

In March, 1917, we sailed with two six-inch guns forward 
and two six-inch guns aft, manned by naval armed guards under 
Chief Boatswain Schryder, and returned to New York safely 
without encountering the German ships. Target practice was 
held during the voyage and the six- inch guns of the Spanish- 
American War type proved inadequate and were taken off 
when she arrived in port, and replaced with four-inch guns, 
two forward and two aft. 

In the interval, between the declaration of war in Europe, 
August 2nd, 1914, and April 6, 1917, two years and nine 
months, she made forty-three round voyages from New York 
to Liverpool, without convoy, having no accident of any kind. 




One of the Forward 4-inch Guns 
[40J 



Chapter V 

ACTIVITIES FROM APRIL, 1917, TO MAY, 1918 

When war was declared between the United States and 
Germany, April 6, 1917, the ship was at Pier 62, North River, 
New York, ready to sail. She changed her merchant marine 
color for a solid coat of war-gray and after being held up by 
the port authorities for a day, she sailed April 16th for Liver- 
pool with the following officers: 

Captain H. Candy 

Chief Officer C. R. Newman 

First Officer A. R. RiccA 

Second Officer W. E. MuTZELL 

Third Officer W. F. TooMEY 

Fourth Officer C. F. Smith 

Fifth Officer H. E. Mayfield 

Purser J. A. Lock 

Surgeon H. Inglis 

Boatswain Ernest Sargent 

Carpenter J. J. Perfetti 

Chief Steward J. Nelson 

Chief Engineer William Joyce 

Senior Engineer Ernest Prince 

Executive First Asst. Engineer John Hynd 

Junior First Asst. Engineer JoHN Turner 

Senior Second Asst. Engineer. . .Alexander Allen 

Junior Engineers: JOHN Cardow, George Turn- 
STROM, William G. Walls, 
Walter McBride, Harry A. 
Quail, John Gunning. 

Chief Electrician William C. Squibb 

Machinist Charles Divett 

[41] 



U. S. S. HARRISBURG 



UNITED STATES NAVAL GUARD 

F, L. Riefkohl, Lieut., J. G., U. S. N., Commanding 

Forward ."^ Aft 

W. J. Freeman In Charge R. W. Brooks In Charge 

G. N. Maynard Assistant J. G. Ridenour Assistant 



No. 1 Gun 



No. 3 Gun 



Gun Captain. 

Pointer 

Trainer 



Sight-setter. . 



Loader. . 



I. K. Lederman 
. . .J. F. Guess 
, .E. G. Gorman 
. .H. A. McPhee 
. . . A. T. Disher 



Gun Captain. . 
Pointer. ...... 

Trainer 

Sight-setter. . . . 
Loader 



CM. Hoyle 

. ..W. J. Wingate 
, C. A. Griesbaum 
.E. V. L'Hernault 
J. C. Wolski 



No. 2 Gun 



No. 4 Gun 



Gun Captain 

Pointer 

Trainer 

Sight-setter. . 
Loader 



. .J. M. Welch Gun Captain A. B. Jakobsen 

. . . R. I. Smith Pointer L. A. Neely 

J. D. Dunihoo Trainer W. H. Hunt 

G. T. Trawick Sight-setter D. R. Hartman 

J. C. Williams Loader .M. R. Beauchamp 



Machine Gun, J. Schneider 
Supernumerary, T. H. Rickard 



On this trip she had only 54 passengers and in addition 
a large amount of coal and cargo. In contrast with her first 
voyage from Europe, in August, 1914, it is evident there was 
no rush for passage across the Atlantic, as the Philadelphia 
sailed from Liverpool for New York, in 1917, with only 154 
passengers, the most prominent being Rt. Rev. C. H. Brent, 
Bishop of the Philippines. 

Her next voyage in May was without special interest. 
She landed her cargo safely on the other side and on her 
return brought over to the States a number of American and 
British Naval officers, for consultation at Washington, 

On her third voyage she left New York, June 19, 1917, 
with only thirteen passengers, but with an important cargo, and 
upon her arrival in Liverpool, His Majesty, George V., of 
England, paid her a visit, coming aboard especially to inspect 
our armed merchantman and gun crews, who had so bravely 
defied all menaces of the submarine and to see the ship that 

[42] 



U. S. S. HARRISBURG 

was keeping up her schedule in defiance of so many obstacles 
and sailing without convoy. 

The ship was in Liverpool, July 4, 1917, sharing in the 
great celebration which JEngland held upon that occasion, 
commemorative of the anniversary of American independence. 

Sailing from New York on her fourth voyage, July 26, 
1917, she left with 434 passengers, including large numbers 
of United States military officers and, needless to state, a 
vessel like this, running continuously across the Atlantic, 
carried a large number of the first 5,000 American soldiers 
taken "Over There." With this voyage began her c.ireer of 
getting our soldiers to France. Among them were the follow- 
ing Generals of the United States Army: F. H. French, 
Peyton C. March, S. P. Sturgis and A. Alboid. In relurnin?, 
Liverpool to New York, she brought His Grace, tho LorJ 
Archbishop of York. 

On May 20th, while coming out of the Mersey River at 
Liverpool, an accident occurred when the S. S. Alsatian r.ui 
into the Philadelphia, damaging her clipper-bow and forcing 
her to go into dry dock for 48 hours, after which she sailed 
for the States. It took five weeks to repair the damages done 
to the Alsatian. 

The first notice from the enemy was on June 26, 1917, 
near the Torilo Islands, off the north coast of Ireland, and 
bound for Liverpool, when a torpedo was fired at her, which, 
however, fortunately missed her by a few yards astern, the 
enemy submarine misjudging the speed and the zigzag course 
foiling her in getting an accurate calculation of the course of 
the liner. This was in broad daylight and although no sub- 
marine could be seen, the guns were trained and fired in the 
direction from which the torpedo had been fired. Thereafter, 
when she was coming out of Liverpool, the U-boats would 
show great activity, and she was frequently warned by the 
British naval craft, at one time putting into Queenstown for a 
brief lay-over and again into Lough Swilly and Belfast. 

In October, 1917, she received her first coat of camouflage, 
consisting of green and pink squares, one of the systems then 
in vogue and much used, to make a ship blend into the hazy 

[43] 



U. S. S. HARRISBURG 

atmosphere at sea. She retained this coat of camouflage for 
the remainder of her cruise as the U . S. M. S. Philadelphia. 

The next trip of interest was April 16th, 1918, her first 
voyage in a convoy. 

As the vessel left Ambrose Channel she joined five other 
vessels for convoy, the following day two new ships joined 
the convoy and on the next day the U. S. S. Seattle with five 
other ships joined in, making a total of fourteen vessels count- 
ing the escort cruiser. All went well until off the Irish coast, 
a submarine attacked one of the rear vessels in the formation 
and the English destroyers, which had just joined the convoy, 
started after the submarine which immediately submerged. 
However, four depth bombs were dropped with unknown results. 
This was on April 26th, and on the following afternoon a sub- 
marine attacked a small British trawler in the vicinity of the 
convoy and one of the English destroyers saved her from being 
sunk. The vessel dropped anchor in the Mersey River at 
10.30 A. M., April 28th, taking twelve days to make the trip, 
being held back by a slow speed convoy. 

On her return, she left Liverpool, May 7, 1918, with a very 
slow convoy, the escort of British destroyers leaving after two 
days out, when the Philadelphia left the convoy astern and 
speeded for New York, arriving there May 16th. 

This was her last trip before the Navy took her over, having 
made eleven voyages to Liverpool since April, 1917. Im- 
mediately upon her arrival in New York, and after discharging 
her passengers and cargo, she proceeded to the Navy Yard, 
Brooklyn, to be overhauled and her troop-carrying capacity 
enlarged. 



[44 



Part II 



U. S. S. HARRISBURG 

ITINERARY OF VOYAGES OF THE U. S. S. HARRISBURG 

Placed in Commission May 29, 1918 

Voyage No. 1 — Left New York June 16 

Arrived Liverpool July 1 

Left Liverpool July 10 

Arrived New York July 18 

Voyage No. 2— Left New York July 21 

Arrived Liverpool August 3 

Left Liverpool August 12 

Arrived New York August 20 

Voyage No. 3— Left New York August 30 

Arrived Brest September 12 

Left Brest September 23 

Arrived New York October 2 

Voyage No. 4.— Left New York October 11 

Arrived Brest October 21 

Left Brest November 6 

Arrived New York November 14 

Voyage No. 5 — Left New York January 18 

Arrived Liverpool January 27 

Left Liverpool January 31 

Arrived Brest February 2 

Left Brest February 5 

Arrived New York February 15 

Voyage No. 6 — Left New York February 22 

Arrived Liverpool March 4 

Left Liverpool March 7 

Arrived Brest March 9 

Left Brest March 10 

Arrived New York March 19 

Voyage No. 7— Left New York. March 26 

Arrived Liverpool April 5 

Left Liverpool April 10 

Arrived Brest April 11 

Left Brest April 12 

Arrived New York April 21 

Voyage No. 8— Left New York April 28 

Arrived Liverpool May 7 

Left Liverpool May 13 

Arrived Brest. May 14 

Left Brest May 15 

Arrived New York May 23 

[47] 



1918 
1918 
1918 
1918 

1918 
1918 
1918 
1918 

1918 
1918 
1918 
1918 

1918 
1918 
1918 
1918 

1919 
1919 
1919 
1919 
1919 
1919 

1919 
1919 
1919 
1919 
1919 
1919 

1919 
1919 
1919 
1919 
1919 
1919 

1919 
1919 
1919 
1919 
1919 
1919 



U. S. S. HARRISBURG 

Voyage No. 9— Left New York May 28, 1919 

Arrived Liverpool June 6, 1919 

Left Liverpool June 17, 1919 

Arrived Brest June 18, 1919 

Left Brest June 18, 1919 

Arrived New York June 26, 1919 

Voyage No. 10— Left New York June 28, 1919 

Arrived Norfolk June 29, 1919 

Left Norfolk July 14, 1919 

Arrived Liverpool July 23, 1919 

Left Liverpool August 4, 1919 

Arrived Brest August 5, 1919 

Left Brest August 20, 1919 

Arrived New York August 28, 1919 

Placed out of Commission September 25, 1919 



JUST A VOLUNTEER 

Why didn't I wait to be drafted. 

And be led to the train by a band; 
Or put in my claim for exemption — 

Oh! Why did I hold up my hand? 
Why didn't I wait for a banquet, 

Why didn't I wait for a cheer? 
The drafted men got all the credit . 

I was only a volunteer. 

Nobody gave me a banquet. 

Nobody gave a kind word; 
The puff of the engine, the grind of the wheels. 

Were the only farewells that I heard. 
Then off to the camp I was hustled. 

To be trained for the next half year; 
And be in the shuffle forgotten . 

I was only a volunteer. 

But perhaps, some day in the future. 

When my child sits on my knee. 
And asks what I did in the conflict, 

And his little eyes look up at me, 
I will gladly look into the face 

That at me so trustingly peers, 
And tell him that I wasn't drafted 

I was one of the volunteers. 

[49] 



Chapter I 



ENTRY INTO WAR SERVICE 

On May 29, 1918, this famous liner was placed in coni- 
niission in the United States Navy as the LL S. S. Harrisburg, 
in the Navy Yard at New York. It was necessary to change 
her name again because there was already a vessel on the Naval 
Register of her former name Philadelphia. Practically all of 
the merchant officers went into active service in the United States 
Naval Reserve Force, being assigned to various duties. The 
officers and men who joined to serve on board and who remained 
on board this vessel until the cessation of hostilities are: 

Commander Hem-y A. Candy, U.S.N.R.F. 
Lieutenant-Commander William loyce, U.S.N.R.F. 
Lieutenant Charles F. Smith, U.S.N.R.F. 
Lieutenant (j.g.) William F. Toomey, U.S.N.R.F. 
Lieutenant John Hynd, U.S.N.R.F. 
Lieutenant John Turner, U.S.N.R.F. 
Lieutenant (j.a;.) Alexander Allen, U.S.N.R.F. 
. Lieutenant (j.g.) William G. Walls, U.S.N.R.F. 
Ensign Harry E. Mayfield, U.S.N.R.F. 
Ensign Harry A. Quail, U.S.N.R.F. 
Ensign William C. Squibb, U.S.N.R.F. 
Chief Pay Clerk John A. Lock, U.S.N.R.F. 
Carpenter Joseph J. Perfetti, U.S.N.R.F. 
Roatswain Ernest Sargent, U.S.N.R.F. 
Machinist Charles Divett, U.S.N.R.F. 
Chief Boatswain's Mate William Barker, U.S.N.R.F. 
Steward Frank Donnelly, U.S.N.R.F. 
Quartermaster 1st Class Rudolph Rubelli, U.S.N.R.F. 

When this ship was taken over the Navy was in its vast 
expansion and no time or thought was given to aught else but 
to the stern prosecution of the war. Therefore, but little 
ceremony took place to mark the occasion of the commissioning 
of the Harrisburg. At 10.00 A. M., May 29, 1918, the ship 

[50] 



U. S. S. HARRISBURG 

was officially turned over to the Commanding Officer, Com- 
mander Wallace Bertholf, U.S.N., by the representative of the 
Commandant of the Brooklyn Navy Yard, to whom the vessel 
had been turned over by the American Line of the Interna- 
tional Mercantile Marine Company. Colors and the commis- 
sion pennant were hoisted, Commander Bertholf read his orders 
from the Navy Department to command, and the ship was 
officially commissioned. 

The date of going into commission the following officers, 
in addition to those already mentioned above, were attached to 
the ship: 

Wallace Bertholf, Commander, U.S.N. 

Benjamin K. Johnson, Lieutenant-Commander, U.S.N. 

Wilbur V. Shown, Lieutenant, U.S.N. 

Valdemar Arntz, Lieutenant, U.S.N.R.F. 

Ray V. Tillett, Lieutenant, U.S.N.R.F. 

Ernest L. Posey, Lieutenant, U.S.N.R.F. 

Edwin M. Post, Lieutenant, U.S.N.R.F. 

Chester E. Morris, Lieutenant, U.S.N.R.F. 

Charles Keeman, Ensign, U.S.N.R.F. 

Truxtun H. Parsons, Ensign, U.S.N.R.F. 

Francis L. Sperry, Ensign, U.S.N.R.F. 

Patrick J. Guiney, Ensign, U.S.N.R.F. 

Carl H. Carlson, Ensign, U.S.N.R.F. 

Stuart G. Garrett, Ensign, U.S.N.R.F. 

Walter J. Flower, Ensign, U.S.N.R.F. 

Howbert Van Dyne, Ensign, U.S.N.R.F. 

Herbert A. Lichtenstein, Ensign, U.S.N.R.F. 

Charles E. Ryder, Medical Inspector, U.S.N. 

John G. Powell, Assistant Surgeon, U.S.N. 

Alvin A. Sibila, Assistant Surgeon, U.S.N. 

Philip S. McGann, Assistant Surgeon, U.S.N. 

Phillips Bradley, Assistant Paymaster, U.S.N. 

Beach M. Cheneweth, Assistant Paymaster, U.S.N.R.F. 

Harold V. Farnsworth, Assistant Paymaster, U.S.N.R.F. 

Oscar Eng, Boatswain (T), U.S.N. 

Warren Graeff, Ensign, U.S.N. 

Eskil W. Sohlman, Gunner (T), U.S.N. 

Charles A. Marlin, Gunner (T) , U.S.N. 

Lawrence B. Leonard, Pay Clerk, U.S.N.R.F. 

John J. Lane, Pay Clerk, U.S.N.R.F. 

James G. Anderson, Pay Clerk, U.S.N.R.F. 

James A. Kirkpatrick, Pharmacist, U.S.N. 

Halabie S. White, Carpenter, U.S.N. 

[ 51 ] 



U. S. S. HARRISBURG 

There were 278 men attached to the ship on the date of 
commissioning snd work was going on incessantly to convert 
her into a troop carrying transport, and Navy Yard workmen 
began their work which seemed to be "tearing the ship to 
pieces." This work was kept up day and night, Sundays and 
holidays, and soon the ship seemed to be an utter wreck, 
and then the work of conversion began. 

On June 8th, she left the Navy Yard pier "C" and entered 
the dry dock. Water was left in the basin in order to conduct 
an inclining experiment. All hands left the ship during the 
experiment and heavy weights to pull the vessel over to an 
angle sufficient to test her stability were applied to each 
side. The Hull Board examined the bottom and every test 
was made to be assured of her stability to safely transport 
troops. It is quite a different proposition in carrying troops 
to that of cargo, but the stability and seaworthiness of the Har- 
risburg was best proved by her thirty years' travel. She re- 
mained in dry dock until June 17th, when she was towed out a 
thoroughly rebuilt transport. No accident marred her conver- 
sion. She already had guns when she put in at the Navy Yard, 
but received a new style of camouflage. She left the Navy 
Yard under her own steam and went to her old pier, No. 62, 
Hudson River, where preparations were made for coaling and 
to embark troops. A new draft of men for the ship's comple- 
ment were received and they were busy loading stores and 
preparing for sea. They not only worked all day but far into 
the night. By midnight, June 19th, only two days after reach- 
ing her pier, all coaling, water and stores were on board and 
the workmen left the ship and reconstruction work was an- 
nounced complete. Over 5,000 bags of mail were aboard for 
the British Isles, 200 Naval recruits for transportation overseas, 
and 2,200 troops taken on from 8.15 P. M. to midnight, com- 
plete with their equipment. The Harrisburg was thus converted 
in a remarkably short time and ready for sea, her second cruise 
in the Navy. 

As the troops came aboard they were given instruction 
cards and safety regulations, some of which are reproduced 
here: 

[52] 




,m 



U. S. S. HARRISBURG 

GENERAL AND SPECIAL SHIP ORDERS AND INSTRUCTIONS 

Decks 

The decks of this ship are numbered as follows: 

The highest deck on which one may walk from the bow to the 

stern is the First Deck. The decks are numbered 2, 3, 4, below this 

first deck and lettered "A" above this first deck. 

General 

Upon embarking, all flashlights and matches will be collected by 
the Army Officers and will be kept under lock and key until arrival 
at point of disembarkation, when they will be returned. 

No flashlights are to be kept, as they are the greatest menace to 
your safety; signals can be sent to the enemy by flashlights. 

No matches are to be used. A match being struck can be seen 
from two to three miles at night. Smoking lamps will be provided 
in the spaces where smoking is permitted. 

There will be no smoking during the daytime, except on the open 
decks. 

After sundown, smoking will be prohibited on the open decks. 
Troops may smoke from sundown until 8:45 P. M. in the troop mess 
hall and in no other place. Troops must keep out of the crew's 
quarters at all times, except where the arrangement is such that the 
troops must pass through crew's quarters to get to their own. Where 
this is necessary, troops will not loiter in crew's quarters. 

No smoking will be permitted in sleeping quarters at any time. 

No port hole is to be opened at any time for any reason. When 
conditions permit, certain port holes will bs opened by a regular ship's 
detail and by no one else. 

Nothing is to be thrown overboard for the reason that the enemy 
submarine will see it after the ship has passed and will be in a position 
to wireless ahead to another waiting submarine, which can result in 
disaster to the ship. Put trash, paper, etc., in the cans and boxes 
scattered throughout the ship provided for this purpose. 

Garbage, trash and articles that float will be dumped over the side 
from regular garbage boxes at a specified time each day and at no 
other time. 

Spitting on the decks breeds and spreads disease and is prohibited. 
Chewing tobacco is forbidden. 

Passageways must be kept clear at all times. Do not loiter or sit 
in passageways. Keep moving through passageways at all times. 

Accoutrements must be placed on or under the bunks, or out of 
the way, so that men can leave and pass through these bunk spaces 
quickly in cases of emergency. 

No intoxicating liquor or beverages are permitted on board ship. 

[54] 



U. S. S.HARRISBURG 

Troops are not allowed in any part of the Engineer's Department 
for any reason whatsoever. 

Troops are positively forbidden to tamper with electric light 
switches and boxes. 

Whistling is not permitted on board Naval vessels, boatswain's 
mates carry small silver pipes with which to call attention before 
passing orders. They are appointed to do this, and are paid for it. 
Do not interfere with their job by your own whistling. 

After taps at night utmost silence must be maintained about the 
ship. 

In case of alarm of any kind, the important duty of each man is 
to maintain silence and be calm. 

Care of Living Spaces 

No washing of clothes will be permitted in troop spaces. 

Food will not be carried in living spaces. 

Cans and boxes will be provided in each living space and about 
decks, into which all refuse shall be placed. The police detail will 
see that these cans are emptied into the large garbage receptacles on 
the open decks as soon as they are filled. By keeping the living spaces 
clean the number of sick on board will be kept at a minimum, and 
each troop can assist the police detail materially by being careful not 
to scatter refuse about the living quarters. 

Any man vomiting on board will be required to clean it up. 
Troops are warned that there are cans provided for those that become 
seasick, and who cannot keep from vomiting. 

No nuisance will be permitted in living spaces or in the water- 
ways, or about the decks of the ship. 

The mail of troops will be handed into the Adjutant's desk, where 
it will be censored by Army Officers. 

Troops will not bs permitted to communicate with the shore at 
any time until they have actually disembarked. 

When troopers are not on duty but are walking about the decks, 
both day and night, they must report to the nearest lookout they see 
whenever they sight anything in the water, whether it is a box or a 
piece of wood. Periscopes have been found alongside of an apparently 
innccent-looking barrel or box, therefore it is necessary that each 
individual keep a lookout on the water for anything that floats. 

Wash Rooms, Showers and Latrines 

The supply of fresh water is very limited. Fresh water must not 
be wasted, and troops will be careful not to waste any water at the 
drinking fountains. 

No smoking or loafing will be permitted in wash rooms or toilets. 

[ 55 ] 



U. S. S. HARRISBURG 

The showers are salt water and it is necessary that salt water soap 
be used. This salt water soap may be purchased in the Ship's Store 
or obtained from the Welfare Workers aboard. Troops are informed 
that salt water showers are very healthy and beneficial, and they should 
take as many salt water showers as possible. 

Do not throw tobacco bags or tobacco tins, or refuse of any kind, 
in the urinals and latrines, as this will block them up, the result being 
that those troops living near the urinals and latrines will be in an 
unhealthy atmosphere and some of them may be taken sick. Efficient 
urinals and latrines are difficult to maintain without the proper co- 
operation of each individual man. 

Additional in Force at Sea 

Keep alert for submarines. 

Do not take off any clothing. 

Keep warmly clad. 

Keep your life-jacket and filled canteen on day and night. 

No hammocks for ship's company. 

Ship's company camp out nearest to stations as ordered. 

No lights after sunset. 

No smoking on open decks after sunset. 

Throw nothing overboard. 

Know your stations at drills. 

Do not spit on the deck. 

Warning ! 
Failure to comply — court-martial offense 

Routine 

The following routine for troops will continue throughout the 
voyage : 

8:00 Reveille. 
8:15 Assembly (for mess). 
8:30 Compartment cleaning. 
8:30 Mess. 
11:00 Inspection of troop spaces. 
1:00 Drills. 

3:15 Assembly (for mess). 
3:30 Mess. 

4:30* Compartment cleaning. 
5:30 Inspection of troop spaces. Sunset Retreat. 

Messing of Troops 

Troops will be messed twice daily, at 8:30 A. M. and at 3:30 P. M. 
Meals will be served as usual on the cafeteria plan, troops passing 

[56] 



U. S. S. HARRISBURG 

through mess hall continuously during mess hours. Troops will be 
routed in the following manner: 

Assembly will be sounded on the bugle and all troops will go 
to their parade or deck stations. As soon as the compartments are 
cleared, compartment cleaners will proceed to clean the allotted space 
while troops are on deck, and compartment cleaners will be served 
upon completion of this work. As soon as all troops have assembled 
at their stations single columns will form on the starboard and port 
side of First Deck. This will form double columns on both sides 
leading down the circular stairway through Second Deck to mess hall. 
There will be a continuous flow of men through main mess hall going 
out two forward doors, down circular stairways and out on deck. 
Troops will use their own mess gear and will wash mess gear in the 
troughs provided at the forward end of main mess hall. 

Troops will mess in the main mess hall on the Second Deck in 
compartment "E." 

Food will be issued on the cafeteria system, i.e., the food will bs 
given each man as he passes a food serving table, the man going 
to a table as directed by ushers; and when he has finished eating he 
will take his mess outfits to the wash trough, scrape the uneaten food 
from his mess outfit into a garbage can provided, wash his mess outfit 
in the wash trough, then go forward and up to the First Deck. 

In order that meals may be served hot and served promptly 
and quickly, troops will not loiter at any time from the time they 
start into the mess hall until they are up on deck again, except when 
they are actually eating their food. 

No food will be taken from the mess hall. 

Emergency Drills 

Troops are not required to take part in fire, collision or torpedo 
defense drills. When the fire alarm (rapid ringing of ship's bell), 
collision alarm (sounding of ship's siren), or torpedo defense drill 
(ringing of general alarm gongs) are sounded, troops will go to their 
designated stations quickly and quietly; if during time in bunks, go 
to bunk and await orders. If necessary, troops will be called upon 
to assist the ship's crew in an emergency. 

Abandoning Ship 

The Navy crew and troops are proportionally assigned boats and 
life rafts. As there are not sufficient boats for all hands, a certain 
number of blue- jackets and troops are assigned to life rafts. 

Boats are numbered from forward, aft, even numbers on the port 
side, and odd numbers on the starboard side. There are fourteen 
boats on board, numbered 1 to 14 inclusive; beginning with No. 1 
forward on starboard side. 

[57] 



U. S. S. HARRISBURG 

At abandon ship, troops fall in abreast their boat on No. 2 Deck, 
starboard or port side, as the case may be. The location of each 
boat is shown by number painted on the bulkhead. Those assigned 
to rafts will fall in on No. 1 Deck, starboard and port side. Each 
group of rafts is numbered on the bulkhead. 

There is a Naval Officer and crew assigned to each boat for the 
purpose of lowering the boat and handling it after being launched. 
Troops will not assist or interfere in any way with the handling of 
the boats unless called upon. 

In case of an actual emergency, the boats will be lowered into 
the water, and troops will go over the side on Jacob Ladders and 
knotted ropes, which are provided for that purpose, and will either 
get into the boat alongside the ship, or, in case of rough weather, will 
swim for the boat, which will necessarily lay off the ship a few yards. 

The after boats are lowered first. Boats are lowered upon signal 
from the bridge, a mechanical horn being used. In some instances 
there are two boats on each set of davits, in which case the lowest 
number, or outboard boat, will be lowered first. 

At drill, and in case of emergency, it is absolutely necessary 
that all hands go to their stations quickly and quietly. Do not walk or 
loiter, but go on the double. It is necessary that as little noise as 
possible be made to facilitate the passing of orders in connection with 
the handling of boats, etc. In case of accident at sea there will be 
plenty of time for all hands to get off the ship by keeping cool and 
going quickly to their stations. 

Upon sounding of abandon ship call on the bugle, and passing 
of the word by the Boatswain's Mate, troops will go to their assigned 
station and fall in, keeping well inboard to leave a passageway. 

While at abandon ship drill no smoking will be allowed. 

Officers in charge of boats will see that all men are carefully 
instructed as to their duties at abandon ship and know the route even 
in the dark from the bunk to the boat, and at each drill a muster will 
be held and all men accounted for. 

Life Rafts 

Life rafts are placed at convenient places on the upper decks. 
These rafts have a capacity of fifteen to sixty men each, and are 
stowed in groups of sufficient rafts for all men assigned them. These 
rafts are designated by groups beginning with No. 1 group, starboard 
side of No. 1 Deck. Odd numbered groups on the starboard side and 
even numbered groups on the port side. In an emergency or at drill, 
men assigned to life rafts will go to their raft quickly and quietly 
and fall in in two ranks so as not to obstruct traffic. In the event 
of abandon ship, life rafts will not be launched until boats are clear 

[58] 



U. S. S. HARRISBURG 

of the ship, and in launching them great care will be exercised to 
see that they do not strike boats or men in the water. 

In case the ship is to be abandoned at sea, life rafts are lowered 
over the side and the men assigned will go over the side on the Jacob 
Ladders or knotted ropes provided and man the rafts. Under no 
circumstances will rafts be launched until ordered by competent 
authority. 

At sea men are required to have their life preservers with them, 
or handy, at all times, and while in the danger zone are required to 
wear them continually, except when sleeping, when they will be cau- 
tioned to keep life preserver nearby, ready for instant use. Troops 
will be cautioned to keep life preservers as clean as possible, and not 
to mutilate them, as they will have to be used by troops on the next 
trip. Upon leaving the ship, life preservers will be left in the bunks. 

Hospital 

The hospital is located aft on No. 2 Deck amidship and location 
for holding sick call is at the same place. 

Ship's Organization 

The ship's company was divided up into nine divisions as follows: 

First, Second, Third and Fourth Divisions — Deck. 

Fifth Division — Engineers. 

Sixth Division — Supply. 

Seventh Division — Medical. 

Eighth Division — Navigation. 

Ninth Division — Construction and Repair. 

In time of peace, one or two men are all that are required to 
man a lookout station. They generally stay in the crow's-nest on the 
foremast, unless in a fog when the lookouts are doubled and put in 
the eyes of the vessel. Looking for the periscope of a submarine is 
something very different from peace time operations; besides, the peri- 
scope is very small, extending only a few inches, perhaps, above the 
water and no larger than your arm. 

In this war, owing to the low visibility of a submarine's 
periscope, every man available was used as a lookout. Ninety 
per cent of battle with a submarine goes to seeing the sub- 
marine, and then, by manoeuvres, her tactics can be foiled. 

Forward on the foremast was a lookout station known as 
the foretop. In the war zone this lookout station was manned 
by one officer and two men. 

Directly over the bridge was the main lookout station known 
as the Control. It was a circle of lookouts, divided into eight 

[59] 



U. S. S. H A R R I S B U R G 

sectors of 45 degrees each, and with a man on each sector a 
vigilant watch was kept for the enemy. Each man would keep 
his glasses continuously glued on his own sector and thus the 
complete circle of the water all around the ship was always 
scanned. In addition to the eight lookouts there was a Control 
Officer, Assistant Control Officer, a man on the telephones to 
the guns, a man on the voice tubes to all the other lookout 
stations, another man on the telephones to the other lookout 
stations, and a messenger. On the stern of the vessel was the 
After Control Station, manned by one officer and two men. 
In addition to all these there were four lookout stations on each 
side of No. 1 Deck, each with a sector of 45 degrees to scan, 
on the mainmast a lookout station similar to that on the fore- 
mast. All of these stations had intercommunications by both 
voice tubes and telephones to the Control over the bridge. 

Before we begin our voyages, it is important to understand the 
vigilance exercised while in port to safeguard the ship against enemy 
agents. Some of the precautions taken were: 

1. While lying at a dock all officers and men are enjoined to keep 
the most alert lookout, whether on actual duty or not, for any suspi- 
cious persons or happenings aboard the ship or in its vicinity. 

2. Armed sentries will be posted at each gangway on the deck, 
one forward and one aft on the ship. 

3. After dark no man will be permitted on the dock, or in the 
vicinity of the ship, who is not recognized as a member of the crew, 
or who has not a proper pass or other means of identification. Every 
person coming on board this ship will be required to pass over the 
forward gangway, and he will be held at the foot of the gangway 
until the sentry assures himself that the Officer-of-the-Deck is at the 
head of the gangway, ready to receive him and identify him. The 
after gangway is for the ship's working parties, ship's stores, 
garbage, etc. 

4. The fact that a man is wearing the uniform of an Army or 
Naval Officer will not be considered as evidence that he is such, and 
unless the Officer-of-the-Deck identifies him, and finds out his business, 
he will not be allowed on board the ship until some officer comes to 
the gangway and identifies him. No civilian except Navy Yard work- 
men, wearing their proper badges, will be permitted to go anywhere 
around the ship without being accompanied constantly by an officer 
or man of this vessel. The Officer-of-the-Deck will require Army 
Officers to show a proper pass. 

[ 60 ] 



u. s. 



s. 



HARRISBURG 



5. Special lookouts and guards will be stationed in the coal 
lighters and in the vicinity of the chutes while the ship is being coaled. 
The detail to be made out and the necessary orders issued by the 
Engineer Officer. 

6. Every package going or coming, even of the smallest size, 
unless carried by an officer who is positively recognized as such, will 
be opened and carefully examined by the Officer-of-the-Deck or Junior 
Officer-of-the-Deck. 

7. The Engineer Officer will keep a sufficient number of men on 
guard at night, in his department, to be certain that no injury can 
be done to the machinery of the vessel. 

8. Under no circumstances will any small boat be allowed any- 
where near this vessel, and if boats do not stop, and keep clear 
when ordered to do so, sentries will fire on them. First, firing warning 
shots. 

9. All garbage and refuse leaves the ship via the after gangway, 
all inflammable refuse placed in a box provided for that purpose, 
and all tins and other metals are placed with the ashes. 

10. Liberty parties will leave via the forward gangway, but will 
be mustered on the deck by the forward gangway before going out 
of the gate. Liberty parties will be marched to the gate by a com- 
petent petty officer, who will carry a belt. 




ARRESTED IN A ToREiSN^ J 
— -T=oi\-r — V 

[61] 



Chapter II 

FIRST VOYAGE 

At 8.15 A.M., June 20th, 1918, the Harrisburg left Pier 
62, Hudson River, and steamed down the river amid cheers 
from the early morning ferryboat crowds, passed down the Bay, 
out of the Narrows and the Ambrose Channel to sea. She 
joined the convoy at 11.30, with the U. S. S. Montana as escort. 
The vessels in the convoy were as follows : 

U. S. S. Harrisburg S. S. Empress of Asia 

S. S. Anseini S. S. Euripides 

S. S. Canada S. S. Kinfauns Castle 

S. S. Delta S. S. Orduna 

S. S. El Penor S. S. Scandinavian 

S. S. Walmer Castle S. S. Teutonic 

At noon the vessels formed the convoy, the position of the 
Harrisburg was 600 yards astern of the S. S. Delta and 1,000 
yards starboard beam of S. S. Kinfauns Castle, with the S. S. 
Teutonic in guide. This position had to be maintained to avoid 
danger of collision and required super-alertness on the part of 
those on watch. The standard speed was 13.5 knots and a zig- 
zag course was run. Weather clear and fine; sea smooth; 
course south 83 degrees east per standard compass. The 
Harrisburg was capable of much greater speed and it was a 
disappointment to the men of the ship to have to join in a slow 
convoy. At night, of course, all lights were out, and it was put 
up to everyone aboard to see that the rule regarding lights was 
strictly complied with. On the following day drills and exer- 
cises were held for the crew and troops, having general quarters 
and abandon ship drills. A ship the size of the Harrisburg, 
carrying over 3,000 men, has no spare room. If, in an emer- 
gency, the men of any one compartment were to go to the wrong 

[62] 



U. S. S. HARRISBURG 

station, a panic might ensue, as there would be no room any- 
where on the ship for them except the space allotted to them. 

The guns were always loaded and the gun crews at their 
stations ready for instant action. 

On the first night watch, June 22nd, rough weather necessi- 
tated removing the lookouts forward and the two forward gun 
crews. Towards midnight the wind and sea increased, the 
barometer falling slowly, ship laboring and seas washing for- 
ward decks. It was a dark night, this making it extremely 
difficult to keep the proper position in the convoy as the towing 
spar of the vessel ahead could hardly be seen. However, in 
a rough sea, the danger of being torpedoed by a submarine is 
not so great as in a smooth sea. 

On the following day the S. S. Delta could not keep up 
with the convoy and dropped astern and in a few hours after- 
wards she sent out the S.O.S. call, but the orders of the convoy 
took them onward and they could not go to her assistance. 
The sea continued rough and in the afternoon a heavy sea came 
aboard and carried away No. 3 and No. 5 starboard lookout 
stations on No. 1 Deck and destroyed the battery box on the 
starboard side. The following officers and men were injured 
at this time: 

Assistant Paymaster H. V. Farnsworth; scalp wound, severe. 

Wm. W. C. Ball, Yoe.l-cl; bruised on abdomen. 

M, S. Wasserman, M.Att. 3-cl; bruises on body. 

H. P. Suddath, F-3-cl ; compound fracture of left leg, serious. 

Edward P. Shea, MM 2-cI; multiple bruises. 

E. S. Torrence, Army Corp.; fracture of left leg, serious. 

R. L. Simmons, Pvt. Army; bruised back. 

B. M. Barry, Pvt. Army; bruised back. 

Ray E. Flynn, Corp. Army; fracture ankle, severe. 

Harry Weinberger, Corp. Army; chest bruises. 

Fred. C. Libarry, Pvt. Army; scalp wound, severe. 

Walter H. Chilton, Pvt. Army; bruises. 

Owing to the heavy sea the convoy was slowed down to 
seven knots at 2.30 P. M., and towards nightfall the wind and 
sea moderated. As the wind went down the speed was 
increased accordingly and by 5 P. M. the following day the 
standard speed of 13.5 knots was again reached. At 4.30 P. M. 

[63] 



U. S. S. HARRISBURG 

Robert A. Holtzapple, seaman second class, U.S.N., died of 
edema of the larynx, following cellulitis of the neck. His body 
was brought back to the States. 

When the weather permitted daily exercise of troops and 
crew at general quarters, abandon ship drills took place and in 
a short time it was marvellous how quickly 3,000 men could 
get to their places and all ready to leave the ship. 

Some foggy weather was encountered, which is dangerous 
enough to a ship sailing alone on the wide ocean, and in a 
convoy of eleven ships only a few hundred yards apart the 
hazardous situation is supreme; and aside from this no fog 
signals being sounded, as such signals would be liable to give 
away our position to the enemy. 

At noon, June 26th, the Harrisburg sighted a rowboat. 
With permission from the Montana, she left the convoy and 
investigated and found the boat unoccupied and practically new. 
She also found much wreckage in the vicinity. Owing to the 
speed of the Harrisburg, in an hour and a half she had com- 
pleted the investigation and returned to her position in the 
convoy, which had continued on its journey at a speed of 13.5 
knots. 

On the following day, at 4.40 P. M., the S. S. El Penor 
dropped out of the formation owing to slight engine trouble. 
The convoy accordingly slowed down to give her a chance to 
make repairs, and at 6 P. M. she rejoined the formation, which 
proceeded on its way in clear weather with a smooth sea. On 
the following day the El Penor again had trouble with her 
engines, but this soon was made good and we proceeded on our 
fixed course. 

At 11.30 A. M. on this day we signaled the U. S. S. Montana 
for permission to test out our after six-inch guns, their mounts 
and foundations. One shot was fired from each gun and they 
were found to be secure and in excellent condition. 

Our escort left us on the following day, June 29th, and 
shortly after a heavy fog set in, but the ships sucessfully 
retained their positions and trusted to their own guns for 
protection. This was not for long, however, as we were near 
the Irish coast at the time. On the 30th we were met by our 

[64] 



ll 




U. S. S. HARRISBURG 

British escort, consisting of seven destroyers, and at 2.30 A. M. 
the following morning land was sighted. 

The Harrisburg arrived at Liverpool July 1st and anchored 
in the River Mersey overnight. Due to the very high rise 
and fall of the tide at Liverpool, it is necessary to have a great 
system of docks whereby the water can be locked in at high 
tide, and therefore it is only possible to enter or leave the docks 
at high water. The trip thus occupied ten days and a half, 
whereas the Harrisburg is capable of making it in six days. 

While in Liverpool liberty parties were shoved off every 
day. On July 4th the ship was dressed and the crew had the 
great pleasure of seeing the American Stars and Stripes flying 
on the streets of Liverpool, for England, too, celebrated the 
anniversary of our Declaration of Independence; the crew was 
given a holiday. 

The Harrisburg discharged her troops at Liverpool and 
started coaling and preparing for sea again; receiving one hun- 
dred passengers for transportation to the States, being Army 
and Navy and a number of the crew from the 5. 5. Lake Tulare, 
also a quantity of confidential Navy mail. 

At 9.50 A. M., July 9th, we left the dock and proceeded 
to the River Mersey and anchored until 10 A. M., July 10th, 
when the trip west was begun with seven British destroyers as 
escort and the following ships in the convoy: 

LJ . S. S. Harrisburg S. S. Canada 

S. S. Walmer Castle S. S. El Penor 

S. S. Orduna S. S. Anselm 

S. S. Megantic S. S. Scandinavian 

The convoy started at 11.30 A. M. outside of Liverpool 
channel, passed to eastward of the Isle of Man, then west, north 
out through the North Channel of the Irish Sea, then out to sea. 
On the following day, at noon, the destrover escort left the con- 
voy, the convoy dispersed, and the Harrisburg proceeded on its 
way alone at a speed of 17.5 knots, leaving the other vessels 
astern. On July 14th, at 3.34 P. M., in the middle of the North 
Atlantic, two of the most reliable lookouts sighted the periscope 
of a submarine extending about three feet out of the water, 

[66] 



U. S. S. HARRISBURG 

bearing 135 degrees, relative distance about 1,000 yards, lati- 
tude 45-35 N., longitude 41 degrees West, As the periscope 
was sighted the ship swung to a course in the zigzag plan 15 
degrees to the left of the base course. Guns manned and gen- 
eral quarters sounded, but the periscope was not sighted again. 
Vessel continued on west passage, zigzagging, and with the 
submarine submerged it was impossible for her to give the 
Harnsbiirg a chase, because when the engineers were told that 
a submarine had been sighted close aboard and to make all 
possible speed, the engines answered to their vigor. 

All went well until July 17th, weather hazy and misty, sea 
smooth, light airs, 6 P. M,, New York summer time, when this 
vessel was 42 miles south, 55 degrees east true from Nantucket 
Shoal Light Vessel, a submarine of the German cruiser type, 
with two guns, one forward and one abaft of the conning tower, 
was sighted on the surface, bearing north 60 degrees west true 
from this vessel, distant about 12,000 yards. 

This vessel at the time was on a course north 89 degrees west 
true, speed 17.5 knots. The submarine was headed approxi- 
mately southwest, going along at a very reduced speed, if any 
speed at all. 

The gun crews being continually at the guns, the two for- 
ward guns' crews were immediately ordered to train on the 
submarine. At the time general quarters were sounded and the 
ship's course changed so as to bring the submarine directly 
ahead, knowing that 12,000 yards was too long a range for 
the four-inch guns. Emergency speed was rung up on the 
engine room telegraph in order to close in and engage the 
submarine at a closer range. Five minutes after sighting the 
submarine, the submarine submerged; and although a careful 
lookout was maintained, neither the submarine nor any evidence 
of it was again reported. As soon as the submarine submerged 
the course of the vessel was changed four points to the right 
for five minutes, then to the north 26 degrees west true, this 
course being approximately eight points from the original bear- 
ing of the submarine. The ship continued on this course at a 
speed of 18.5 knots for twenty-three minutes, at the end of 
which time the course was changed 30 degrees to the left; and 

[ 67 ] 



U. S. S. HARRISBURG 

every fifteen minutes subsequently the course was changed 30 
degrees to the left, and in this way was able to go around the 
submarine and out-distance him, estimating the speed of the 
U-boat submerged as 10 knots. In one hour and eighteen 
minutes after sighting the submarine this vessel was back on 
north 89 degrees west true and continued towards New York. 

Upon sighting submarine an "alio" was immediately sent 
out and acknowledged by Siasconsett. 

At noon, July 18th, we moored to the north side of pier 
62, North River, New York City. The commanding officer was 
informed that the ship was to sail July 22d, and immediately 
took steps to take on coal, water, stores, etc. The trip going 
over took ten and a half days, the return trip to New York 
eight days. 

THE "HARRISBURG" GOB 

Here's to the Harrisburg sailor, a man from head to toe; 
You cannot find a better sport, no matter where you go. 
He is the finest in the service, and as salty as can be, 
With a walk that does full justice to the rolling of the sea. 
He is a fine young leatherneck, an admirer of the squab; 
In short, he is just a dashing, smashing, crashing little gob. 

"ROXY." 

Upon arrival in New York, the following report was made: 

U. S. 5. Harrisburg, July 18, 1918. 
From: The Captain, 

To: Commander, Cruiser and Transport Force. 

Subject: Encounter with submarines. 

I have to report that during the westbound passage of this vessel, 
completed July 18, 1918, two submarines, nationality unknown, were 
sighted and the ship was handled as noted below: 

Survey 

(a) On July 14, 1918, at 3:34 G.M.T, two of the most reliable 
lookouts on the ship sighted a periscope of a submarine extending 
about three feet out of the water, bearing 135° relative distance, about 
1,000 yards. The latitude was 45° 35' N.; longitude, 41° W. 

The ship was zigzagging at the time and as the periscope was 

[68] 



U. S. S. HARRISBURG 

sighted the ship was swinging to a course in the zigzag plan 15° to 
the left of the hase course. 

The guns were manned at the time, but when the periscope was 
sighted general quarters was sounded. The periscope was not sighted 
again and the vessel continued on west passage zigzagging. 

(b) July 17, 1918, at 6:00 P. M., New York summer time (10 
P. M. G.M.T. ), while this vessel was on course N. 89° W. true, a sub- 
marine on the surface was sighted, bearing N. 69° W. true, from this 
vessel about 12,000 yards, the submarine being forty-two miles south, 
55° east true, from the Nantucket Shoal light vessel. The submarine 
was apparently headed southwest true at a very reduced speed, if any 
speed at all. 

I immediately headed for the submarine with the intention of 
closing in and using my bow guns, thereby presenting a small target 
and having its entire length to fire at. Five minutes after sighting the 
submarine, which was after I headed towards him, the submarine sub- 
merged. I immediately changed course four points to the right, 
holding this course for five minutes, then changed to N. 26° true, which 
was eight points from the original bearing of the submarine, and 
continued on this course at a speed of 18.5 knots for 25 minutes. 
During this time I calculated that at the end of 25 minutes by changing 
my course 30° to the left every 15 minutes and maintaining a speed 
of 15 knots I could out-distance him and eventually continue my course 
towards New York Harbor. I estimated the speed of the submarine 
submerged as 10 knots and made my estimates accordingly. 

A bright lookout was kept by all hands, but the submarine never 
appeared again. 

There was an oil tanker in the vicinity and I warned him. He 
immediately changed his course and followed my proceeding. I also 
sent out an "alio," giving latitude and longitude, which was acknowl- 
edged by Siasconsett. 

There is enclosed a chart showing movements of the vessel after 
sighting the submarine. 

(Signed) Wallace Bertholf. 



[69 J 



KiaSW TRUE 



JULY 17" 1913 f\i e^" pn 



HANGE 30° 



TnUt NCRTm 




SHIPS COURSE Na9WTRUE 



[70 1 



Chapter III 



SECOND VOYAGE 

In the Spanish-American war the mission of our vessel was 
that of a fighting cruiser. However, at this time her mission 
was simply "to transport successfully overseas," so she was 
soon made ready for her second voyage under the Navy. At 
8.45 A. M., July 22d, 1918, in obedience to her command, she 
was ready to sail. Her cargo of human souls was as follows: 

Ship's crew 610 

Ship's officers 45 

Troops 2,345 

Non-coms 15 

Naval officers (overseas) 8 

Army officers 71 

Navy overseas 250 

Total 3,344 

The largest passenger list in her long career on the ocean. 

At 9.15 A. M. she left her dock, steamed down the river 
and out through Ambrose Channel to join her convoy, which 
wds formed at 11.45 A. M. and consisted of the following ships: 

U. S. S. Frederick (escort) U. S. S. Harrisburg 

S. S. Anchises U. S. S. Plattsburg 

S. S. Arlanza S. S. Canopic 

S. S. Carmania S. S. Diomed 

S. S. Grampian • S. S. Lancashire 

S. S. Minnekahda S. S. Neleus 

S. S. Nevassa S. S. Northumberland 

S. S. Orca S. S. San Gennaro 

In the afternoon the crew and troops were exercised at 
general quarters and abandon ship drills. A short while after 
this one of the ships of the convoy broke out the signal of a 

[71] 



U. S. S. HARRISBURG 

submarine being sighted and immediately the U. S. S. Frederick 
fired several rounds in the direction of the sighted object; and, 
after scouting around, although not seeing anything of the sub- 
marine, dropped a depth charge as a warning to the enemy. 
The Navy Department had no further reports of the enemy's 
activities in this vicinity at the time, and it is thought tliat it 
was one of the American submarines out on patrol duty. There 
is no distinction between our own submarines and those of the 
enemy when running submerged with only the periscope visible 
several thousand yards away. The rules governing convoy 
were to fire upon sighting periscope, and, obviously, if one of 
our own submarines, she makes no delay in securing her own 
safety. Even at that some of our own submarines have been 
badly damaged by the quick and accurate firing of our ships. 

The convoy continued on its way at its standard speed of 
13.5 knots, zigzagging throughout the day and night and all 
lights out after sunset. On August 1st, two days out of Liver- 
pool, six British destroyers joined the convoy as escort and the 
U. S. S. Frederick turned back to the States. 

Just before entering the North Channel of the Irish Sea, the 
destroyer escort sighted a periscope about four miles off the 
convoy and set out at full speed, firing as they proceeded in its 
direction. The submarine submerged; nevertheless, a number 
of depth charges were let loose; results to the enemy unknown. 

The convoy failed to arrive at the bar in tim? to enter the 
river at night high waters, and stood to the westward and back 
to the eastward, waiting for morning to enter the river. During 
this time the most vigilant watch was kept, all lights out, as, 
although so close to its destination, it was not entirely immune 
from submarine attacks. 

The following morning the convoy stood up the River 
Mersey and anchored. This trip covered a period of twelve 
days. On August 4th the Harrisburg laid fast to the stage in 
Liverpool and discharged her troops, that night going into the 
Sandon Dock and made arrangements to discharge cargo and to 
receive mail. 

Owing to labor troubles it was impossible to get stevedores 
to coal the ship, and it therefore fell to the crew to do this 

[ 72 J 



U. S. S. HARRISBURG 

work in order not to cause any delay in sailing. A number 
of naval men were received aboard for transportation to the 
States. Ail hands forfeited their liberty in order to coal the 
ship and receive on board cargo, stores and other necessary 
supplies. 

On August 11th the ship was ready for sea again, leaving 
at 2 P. M. and anchoring in the river to await the departure 
of the convoy, which took place the following day at noon. The 
following vessels composed the convoy: 

[/. S. S. Harrisburg U. S. S. Plattsburg 

S. S. Lancashire S. S. Belgic 

S. S. Baltic S. S. Dunvegan Castle 

S. S. Katoomba S. S. Diomed 

Upon forming the convoy, six British destroyers joined as 
escort, proceeding north, east of the Isle of Man, then west, to 
the northward of the Isle of Man, then north, through the North 
Channel to sea. All guns loaded and manned, and lookout 
stations on the alert, proceeding with all caution through a 
calm sea. 

At 6.20 A. M. the following day the 5. 5. Ortega, with an 
American destroyer as escort, joined the convoy. This for- 
mation only lasted until the afternoon, when the destroyer escort 
left the convoy and the same dispersed. The Harrisburg with 
her speed out-rivaled the other ships of the convoy with the 
exception of her sister ship, U. S. S. Plattsburg, and it was 
decided to make the westbound trip in company with our sister 
ship. 

The next morning the vessels were still in the very heart of 
the submarine zone with very bad weather, being overcast and 
foggy throughout the day and the sea heavy, making it very 
hard to discern the movements of the other vessel. At 8.20 
A. M. the U. S. S. Plattsburg signaled, "Cease zigzagging and 
continue on base course." The Plattsburg suddenly slowed 
down and dropped astern. Seeing this, the Harrisburg went 
slow speed, but still her sister ship continued to fall astern and 
it was noticed that she was steering various courses. As this 
was the submarine area, and as the Plattsburg^ did not send any 
signal for assistance or information, it was decided to proceed 

[73] 



U' S. S. HARRISBURG 

west without waiting for her. Before getting out of sight of 
the Plattsburg it was noticed that she was still under way, steer- 
ing on a course a little to the northward. Another hour she 
was out of sight and the Harrisburg continued westward alone. 
On the evening of the same day our radio operators heard enemy 
submarines using wireless within twenty-five miles of the ship 
and shortly thereafter received an "alio" from 5. 5. Dunvegan 
Castle, which was one of the ships in the original convoy. 
x\lthough every exertion was made to detect any further activity 
on the part of the enemy, no other movements were recorded. 
In passing through this area an overturned life-boat was dis- 
covered, but apparently it had been in the water a long time, 
as it was covered with marine growth. It was then decided 
to make a slight departure from the original course and to shape 
a course across the Grand Bank of Newfoundland, twenty miles 
south of Virgin Rocks. 

The heavy seas continued for a period of two days. Fortu- 
nately, the weather cleared up, as icebergs were sighted in close 
proximity, the largest of these rising 200 feet above the water 
and 500 feet long. Six of these huge icebergs were in the 
immediate vicinity and reports of them were made to Cape 
Race. Being in touch with the radio at Cape Race, weather 
reports were received indicating clear weather and smooth sea, 
and it was therefore considered in order to cross the Grand 
Bank, which usually is the most foggy area in the North 
Atlantic. 

Now nearing the end of the voyage, being two days out of 
port, target practice was held. Two conical shaped targets 
were made to represent the conning tower of a submarine and 
were dropped over the stern, and the vessel manoeuvered in 
order to approach the targets in such a way as to bear on each 
bow, and when they bore 45 degrees all batteries opened fire 
and the targets were soon destroyed. 

The vessel arrived in New York August 20th and moored 
to the south side of Pier 62 at 2 P. M., discharging her passen- 
gers and unloading her cargo, together with making arrange- 
ments to coal ship and receive stores for her next voyage, which 
was accomplished in nine days. 

[74] 



u. 



S. S. HARRISBURG 




THE ICEBERG 

By C. E. Redinger, Ph.M.2c, U.S.N., U. S. S. Harrisburg 

(Written on the occasion of passing icebergs in the North Atlantic, 
August 17, 1918. Latitude 46° 47' N.; longitude 47° 55' W.) 

'Twas in the lonely Arctics, 

Many miles from paths of men, 
That I spied a floating city, 

Like a new Jerusalem. 
All glimmering, shimmering brightness. 

With a dazzling mystic sheen, 
A mighty crystal palace 

Of some strange celestial queen. 

Like of old Aladdin's princess. 

Brought here by some magic art. 
And doomed to melt in bitter tears 

In this gloomy world apart; 
Or an outcast of Valhalla, — 

Would thy sorrow we might know. 
Ere you pine away with weeping 

Tears as cold as Arctic snow. 



I have wondered in cathedrals, 

Stood spellbound in cloistered halls. 
But the marvels of man's handiwork 

Are at best but childish scrawls; 
Only God could build such temples, 

Make them lords of northern seas; 
Set them drifting so majestic. 

As a sign, "Whose works are these?" 

[75] 



U. S. S. HARRISBURG 



Only He who shaped my body, 

Who broke of clay a handful free, 
Who shaped thy purer crystal form 

From a handful of the sea. 
Ah, then we're both His children. 

As we cruise on Life's broad sea. 
And 'tis chance of wind directs us 

Which strand our port shall be. 

And our fates we share in common. 

Both led onward by His light, 
As we drift through ways of darkness 

To the shore far but out of sight. 
Let us then face storms together 

Ride the ways and stay the foe. 
Till the watch upon the lookout 

In glad relief cries out, "Land HoF 



C. E. R. 




£V£Hr //V 
LIV£R.P00L 



I 76 



Chapter IV 



THIRD VOYAGE 

On August 27th, 1918, Commander Wallace Bertholf was 
detached from command of the U. S. S. Harrisburg and at 
1-30 P. M. officially turned over the command to Lieutenant 
Commander Henry A. Candy, U.S.N.R.F., who was formerly 
captain of the vessel before she was commissioned in the Navy. 
[Now Commander Candy, U.S.N.R.F,] 

August 29th the ship finished coaling, the taking on of 
stores, water and cargo and received on board the following 
personnel for transportation overseas: 

Army officers, 76; troops, 2,296; total, 2,372; which, 
together with the ship's complement of 636, made a total of 
3,008 persons aboard. 

The vessels got under way at 1 P. M., August 30th, with 
instructions to join the convoy at 3 P. M. at Ambrose Channel 
Lightship. The convoy was delayed, making it necessary to 
wait until 6.35 P. M. before proceeding further. Convoy and 
escort as follows: 

U. S. S. Frederick (escort) U.S. S. Plattsburg 

U. S. S. Calhoun (destroyer escort) ' U. S. S. Harrisburg 
U. S. S. Susquehanna U. S. S. Kroonland 

The convoy proceeded at a standard speed of 15 knots with 
clear weather, smooth sea and southerly airs. At 9 A. M. the 
next morning another eastbound convoy was sighted, and at 
10 A. M. the following vessels joined the convoy: 

U. S. S. Pueblo (escort) S. S. America 

U. S. S. Bell (destroyer escort) S. S. Caserta 

S. S. Tenadores S. S. Duca D'Aosta 

[77] 



U. S. S. HARRISBURG 

U. S. S. Pueblo left the convoy shortly thereafter, as it 
was deemed that her services were more essential in bringing 
another convoy. 

The following day the destroyers U. S. S. Bell and Calhoun 
left the convoy, the U. S. S. Frederick now being the only escort 
with eight vessels in the convoy. The zigzag course was con- 
tinued for several days, when it ceased on account of rising 
seas. The danger of collision in a close convoy of so many 
vessels in a zigzag course is paramount should any of the vessels 
make any delay in turning at the proper time; and this danger 
is increased with heavy seas, as it is difficult to hold the vessel 
on a course. The speed of the convoy was therefore reduced 
to 10 knots. The rough weather continued throughout the 
following day, increasing to a gale, with all ships making heavy 
weather, and it was necessary to further reduce the speed to 
two-thirds. The weather continued with increasing force, 
accompanied with heavy rain-storms, and the convoy was 
forcibly scattered. The weather moderated somewhat by Sep- 
tember 5th and the speed was increased to standard, but the 
following ships were missing from the convoy: 

S. S. Kroonland 
-S. S. Tenadores 
S. S. Caserta 

The above vessels, after some hours, rejoined the convoy, 
which proceeded again zigzagging during all hours. An 
American destroyer joined the convoy upon reaching longitude 
20° 48' and the next day seven other destroyers joined the 
convoy and the U. S. S. Frederick left, proceeding to the west- 
ward. This made one destroyer to guard each vessel, and while 
the transports proceeded at a speed of 15 knots the destroyers 
were steaming at 20 knots, thus covering the entire course of 
the convoy, assuring a clear track for the big liners. The 
convoy was now nearing the Bay of Biscay for the port of Brest, 
where the greater number of American troops disembark, and 
at this particular time troops were being landed at the rate of 
300,000 a month and this body of water was the most infested 
area of the war zone. The convoy went through the area of 

[78] 






/ 



^/ 







U. S. S. HARRISBURG 



danger without any observation of the enemy, receiving only 
radio warnings, and anchored safely in Brest Harbor at 8.59 
A. M., September 12th. The troops were disembarked on 
lighters and sent to the landing stage. There are no docking 
facilities at Brest, and it is therefore necessary for vessels to 
anchor in the roadstead or shackle up to a mooring buoy inside 
the breakwater. 

Owing to a quarantine in the port at this time, due to the 
influenza, it seemed as though shore leave could not be granted 
to the crews of ships in the harbor. However, shortly after our 
arrival the quarantine was lifted and liberty was granted to 
officers and men alike. As there were many ships lying in the 
roadstead at this time, and coal being difficult to obtain, together 
with the scarcity of labor for coaling, it was necessary for all 
crews to coal their own ships; then only one or two lighters 
could be secured at a time, which made it possible for a portion 
of the crew to secure liberty every day, . inasmuch as this 
quantity could be easily handled by even half of the crew. 

As this northwestern part of France is particularly famous 
for its incessant and disagreeable rainy and foggy weather, 
the harbor would at times be so rough that it was impossible to 
work, or lighters would be rolling and plunging alongside, thus 
delaying our coaling; and coaling under the best of conditions 
is not easy work, as anybody knows who has experienced it. 

However, with patience and hard work our bunkers were 
filled and the ship made ready for sea. Just before leaving 
we had the sad work to perform — but into which every man who 
was detailed put his heart — of bringing on board 144 wounded 
soldiers for transportation home, practically every one a 
stretcher case. Aside from this number of sick and wounded, 
the crew of the 5. S. Lake Fernwood were brought on board, 
due to this ship being taken over by the Government for a trans- 
port. We also received forty-five members of the Overseas 
Welfare Association and a number of army officers, the latter 
returning home as military instructors. 

On the afternoon of September 23d, at 4 P. M., we raised 
our anchor and got under way. Our convoy was formed and 
four American destroyers led the column out. 

[80] 



J\ 



^ 



I 



'^-x>' 



1 J / 



( 



u 



/ I ,M. 







m 



u. s. 



s. 



HARRISBURG 



Just outside the harbor of Brest there was a heavy head- 
swell, accompanied by squally weather, causing the ship to 
pitch heavily, and at times it seemed as though some of the 
destroyers would be swamped. Although close aboard there 
were moments when they could not be seen. 

On the following day the escort left the convoy in order to 
pick up other inbound transports, but as the weather moderated 
the convoy proceeded westward in fine weather. 

On September 29th target practice was held, but in this 
instance, instead of using a frame target which might leave 
floating debris on the surface, cans were used with a small hole 
in them so that they would finally sink if not destroyed by 
shells and thereby leave no telltale clues to the enemy. 

Nantucket was soon passed, and early on the morning of 
October 2d the lightship, or the Atlantic Highlands, hove in 
sight, and we arrived at an anchorage below the city at 7.30 A.M. 
But we were delayed until the afternoon in reaching our dock. 
The time of this passage home was eight days, eighteen hours 
and six minutes, and our average speed was 15.43 knots. The 
total distance was 3,243 miles from Brest to Ambrose Lightship. 



VIHAT '. AFTeRKETCHliT^ 

^oU IN THE novies^ 

WITH THAT CO/tU-He/<Vf^ 




~ linE'STREET — 



[82] 



Chapter V 

FOURTH VOYAGE 

Troops were loaded on board several days before the sailing 
date in order to see if any further Spanish influenza cases 
developed, as the epidemic was at its height at this time. In 
their eagerness to get overseas many of the men would resort 
to every means to overcome every sign of sickness, because as 
soon as the medical authorities discovered the slightest symptom 
of this disease among the troops the patients would be trans- 
ferred to the hospital immediately. In spite of all the precau- 
tions taken it was necessary to remove sixty-four cases to the 
hospital. 

The passenger list on this voyage was as follows: 

Ship's Company ^^^ 

Overseas Draft (Navy) 228 

Troops i,oZ4 

Total 2,715 

The vessel left her pier at 8.11 A. M. on October 11th, 
passing through the guard nets at 9.25 A. M. and anchormg 
in Gravesend Bay to await orders. At 4.15 in the afternoon 
we heaved up anchor and proceeded with the followmg ships 
in convoy: 

U. 5. S. Plattsburg U. S. 5. Maui 

U. S. S. Harrisburg U, S. 5. Destroyer Lea as escort 

The speed of this convoy was 13.5 knots; but both the 
Harrisburg and the Plattsburg, though capable of much greater 
speed, were restrained in their speed by the slower vessels of the 
formation. The three ships were in a line, U. S. S. Plattsburg 
to the north, being the guide, distance abeam 600 yards; the 

[83] 



U. S. S. HARRISBURG 

escort traveling at a speed of about 20 knots, zigzagging ahead 
of the line of the vessels, serving as a forerunner of safety. 
On this voyage we had our first taste of sorrow in the death 
of three soldiers and two of our ship-mates, who passed on to 
their last muster in the line of duty. They shall, we trust, be 
long remembered by us. These sad incidents happened in the 
following order: 

Our first death took place on October 14th at 9.05 P. M. 
George Henry Rabb, Company D, 123rd Infantry, died of 
broncho-pneumonia. On October 16th, at 6.15 P. M., John 
Duffy, Private, U. S. Army, died of broncho-pneumonia. On 
October 19th, at 1 A. M., George Wayne Whitney, Seaman 2nd 
Class, U.S.N.R.F., died of broncho-pneumonia, complicating 
influenza. On the same date, 8.30 A. M., Edward Francis 
Sommerhouse, Fireman 1st Class, died of broncho-pneumonia, 
complicating influenza, and on October 20th, at 5.30 P. M., 
Edwin Phillip Pickett, Private, Company B, 123d Infantry, 
died of the above disease. 

In the forenoon of October 21st we arrived safely in the 
harbor of Brest and received orders to move inside the break- 
water, and by noon we were shackled to a mooring buoy. 
Early in the afternoon we began to discharge our troops and 
a large consignment of mail, and also six of our boys who 
were down with influenza, for treatment in a hospital on shore. 
Coal was particularly difficult to secure at this period, and 
only one barge came alongside at a time, and it required over 
two weeks to secure our full bunker requirements. Coal came 
in so slowly that on a Sunday the crew volunteered to go over 
to the U . S. S. Plattsburg and fill a coal barge from a collier 
which she had alongside. This coal had to be loaded into the 
barge and then towed over to the Harrisburg and in turn dis- 
charged into our own bunkers; this was slow and hard work, 
but the boys were anxious to be heading westward again. 
During our stay of two weeks liberty was granted each day to 
portions of the crew, so for some at least hard work was 
tempered with recreation. 

We received aboard a number of wounded soldiers and 
ether army personnel, including Brigadier-General J. B. Bar- 

[84] 



U. S. S. HARRISBURG 

rette, Major-Generals Robert C. Cotton and Beaumont B. 
Buck, and sixteen Y. M. C. A. Secretaries, and together with 
these a French Diplomatic Mission to the United States, com- 
posed of Maurice Poutvianne, Paul Devadelle and Rene Ragot. 
The vessel was completely ready at 2.45 P. M., November 6th, 
and we pulled outside the breakwater, leaving the harbor in 
convoy with the S. S. Duca D'Aosta and an escort of destroyers 
running on a zigzag course. On the following day out it was 
very squally with high seas running, so much so that on that 
afternoon one of the destroyers was forced to put about. The 
sea and wind were increasing until evening, at which time we 
lost sight of the Duca D'Aosta and we proceeded westward 
alone. It was imperative to secure all of the gun crews and 
lookout stations, as we were shipping water on all decks. 
There was no denying it, this was a hurricane "sure-enough," 
the wind reaching to ninety miles an hour, as indicated on the 
Beaufort weather scale; and it lasted for a period of about 
three hours before any moderation was noted, but a high sea 
continued for several days, with a stiff breeze. On the 10th 
a heavy sea tore away our motor sailer from its chocks, sending 
it across the boat deck with severe damages, and two lookout 
stations were smashed to pieces, together with other minor 
damages. This was the most severe storm the Harrisburg has 
ever encountered, which is saying much on a ship that has been 
in service over thirty years. On the following day the weather 
moderated considerably and full speed was resumed. Just as 
the storm had passed by, just so the Great Storm of War and 
Sorrow played itself out on land and sea and the good and 
welcome news arrived by wireless at eight bells in the 
afternoon watch. The following radiogram was released to all 
hands aboard: 

U. S. S. Harrisburg, November 11, 1918. 
Gibrahar. 
Direct. 
Broadcast. All Allied Men-of-War. 

"Armistice has been signed with enemy and all hostilities should 
be forthwith suspended. All precautions against attack from sub- 
marines are still to be maintained by men-of-war whilst in harbor and 

[86] 



U. S. S. HARRISBURG 

at sea. Enemy submarines on the surface should be treated as peaceful 
unless hostile action is obvious." 

All hands gave way to their enthusiasm and prolonged cheers were 
raised, and no one will ever forget the intense interest and excitement 
this news caused. At night an entertainment was given, together with 
some addresses, the most interesting being Maj. Gen. Beaumont B. Buck, 
who was one of the first Generals of our Army to arrive in France. 

The following day Armistice terms were received by radio and 
produced on the Bulletin. They are reproduced below: 



ARMISTICE TERMS 

Section One 

Military Clauses, Western Front 

1. Cessation of operations by land and in six hours after the 
signature of the Armistice. 

2. Immediate evacuation of invaded countries; Belgium, France, 
Alsace-Lorraine, Luxemburg; so ordered as to be completed within 
fourteen days from the signature of the Armistice. German troops 
which have not left the above mentioned territories within the period 
fixed will become prisoners of war. Occupation by the Allied and 
United States forces jointly will keep pace with the evacuation in these 
areas. All movements of evacuation and occupation will be regulated 
in accordance with a note annexed to the stated terms. 

3. Repatriation beginning at once and to be completed within 
fourteen days of all inhabitants of the countries above mentioned, 
including hostages and persons under trial or convicted. 

4. Surrender in good condition by the German Armies of the 
following equipment; Five thousand guns (two thousand heavy, two 
thousand five hundred field), thirty thousand aeroplanes (fighters, 
bombers, firstly seventy-three and night bombing machines). Above 
to be delivered to the Allied and the United States troops, in accord- 
ance with the detailed conditions laid down in the annexed note. 

5. Evacuation by the German Armies of the countries on the left 
bank of the Rhine. These countries on the left bank of the Rhine 
shall be administered by the local authorities under the control of the 
Allied and the United States armies of occupation. The occupation 
of the territories will be determined by Allied and United States garri- 
sons holding the principal crossings of the Rhine, Mayence and Coblenz 
and Cologne, together with the bridgeheads at these points in thirty 
kilometers radius on the right bank, and by garrisons similarly holding 

[87] 



U. S. S. H'ARRISBURG 

the strategic points of the regions. The neutral zone shall be reserved 
on the right bank of the Rhine between the stream and a line drawn 
parallel to it forty kilometers to the east from the frontier of Holland 
to the parallel of Gernsheim and as far as practicable a distance of 
thirty kilometers of stream from this parallel up on Swiss frontier. 
Evacuation by the enemy of the Rhineland shall be ordered so as to 
be completed within a further period of eleven days, in all nineteen 
days after the signature of the Armistice. All movements of evacuation 
and occupation will be regulated according to note and annex. 

6. In all territory evacuated by the enemy there shall be no evacu- 
ation of inhabitants. No damage or harm shall be done to the persons 
or property of the inhabitants. No damage or destruction of any 
kind to be committed. Military establishments of all kinds shall be 
delivered intact, as well as military stores, food, munitions, not removed 
during period of evacuation. Stores of food and all kinds of civilian 
population and cattle shall be left. Industrial establishments shall not 
be impaired in any way and their personnel shall not be moved. Roads 
and means of communication of every kind, railroads, waterways, main 
roads, bridges, telegraphs and telephones shall in no manner be 
impaired. 

7. All civilian and military personnel at present employed on 
them shall remain. Five thousand locomotives and fifty thousand cars, 
and ten thousand wagons, and ten thousand motor lorries in good 
working order, with all necessary spare parts and fittings, shall be 
delivered to the associated powers within the period fixed for the evacu- 
ation of Belgium and Luxemburg. The railways of Alsace-Lorraine 
shall be handed over within the same period, together with all pre- 
war material and personnel. Further material necessary for the work- 
ing of railways in the country on the left bank of the Rhine shall be 
left in situ. All stores of coal and material for the upkeep of perma- 
nent ways, signals and repair shops left entire in situ and kept in an 
efficient state by Germany during the whole period of the Armistice. 

8. The German command shall be responsible for revealing all 
mines on territory evacuated by the German troops and shall assist 
in their discovery and destruction. The German command shall also 
reveal all destructive measures that may have been taken (such as 
poisoning or polluting all springs, wells, etc.) under penalty of 
reprisals. 

9. The right of requisition shall be exercised by the Allied and 
he United States Armies in all occupied territory. The upkeep of the 

troops oi occupation in the Rhineland (excluding Alsace-Lorraine) 
shall be charged to the German Government. 

10. An immediate repatriation without reciprocity, according to 
Allied and United States prisoners of war. The Allied Powers and 
the United States shall be able to dispose of these prisoners as they wish. 

[88] 



U.S. S. HARRISBURG 

11. Sick and wounded who cannot be removed from evacuated 
territory will be cared for by American personnel, who will be left 
on the spot with the material required. 

Section Two 
Disposition Relative to Eastern Frontiers of Germany 

12. All German troops at present in any territory, which before 
the war belonged to Russia, Roumania or Turkey, shall withdraw 
within the frontiers of Germany as they existed on August 1, 1914. 

13. Evacuation by German troops to begin at once and all Ger- 
man instructors, prisoners and civilians, as well as military agents, 
now in the territory of Russia as defined before 1914 to be recalled. 

14. German troops to cease at once all requisitions and seizures 
and any other undertaking with a view to obtaining supplies intended 
for Germany in Roumania and Russia as defined on August 1, 1914. 

15. Abandonment of the treaties of Bucharest and Brest-Litovsk 
and of the supplementary treaties. 

16. The Allies shall have free access to the territories evacuated 
by the Germans on their eastern frontier either through Danzig or by 
the Vistula in order to convey supplies to the population of these 
territories or for any other purpose. 

17. Unconditional capitulation of all Germ.an forces operating 
in East Africa within one month. 

Section Three 
General Clauses 

18. Repatriation without reciprocity within a maximum period 
of one month in accordance with detailed conditions hereafter to be 
fixed of all civilians interned or deported who may be citizens of other 
allied or associated states than those mentioned in clause 3, paragraph 
19, with the reservation that any future claims and demands of the 
Allies and the United States of America remain unaffected. 

19. The following financial conditions are required: Reparation 
for damage done. While the Armistice lasts, no public securities shall 
be removed by the enemy which can serve as a pledge to the Allies 
for the recovery or repatriation of war losses. Immediate restitution 
of the cash deposit in the National Bank of Belgium and, in general, 
im.mediate return of all documents, specie, stocks, shares, paper money, 
together with plant for the issue thereof touching public or private 
interests in the invaded countries. Restitution of the Russian and Rou- 
manian gold yielded to Germany or taken over by that power. This 
gold to be delivered in truet to the Allies until the signature of peace. 

[89] 



U. S. S. HARRISBUR G 

Section Four 

Naval Conditions 

20. Immediate cessation of all hostilities at sea and definite 
information to be given as to the location and movements of all German 
ships. Notification to be given to neutrals that freedom of navigation 
in all territorial waters to be given to the naval and mercantile marines 
of the allied and associated powers, all questions of neutrality being 
waived. 

Section Five 

Prisoners of War 

21. All naval and mercantile marine prisoners of war of the 
allied and associated powers in German hands to bs returned without 
reciprocity. 

22. Surrender to the Allies and the United States of America 
of 160 German submarines, including all submarine cruisers and mine- 
laying submarines, with their complete armament and equipment, in 
ports which will be specified by the Allies and the United States of 
America. All other submarines to be paid off and completely dis- 
armed and placed under the supervision of the Allie3 and the United 
States of America. 

23. The following German surface warships v/hich shall be 
designated by the Allies and the United States of America shall be 
forthwith disarmed and thereafter interned in neutral ports, or, for 
the want of them, in Allied ports, to be designated by the Allies and 
the United States of America, caretaker being left on board, namely: 
Six battle cruisers, ten battleships, eight light cruisers, including two 
mine layers, fifty destroyers of the most modern type. All other sur- 
face warships, including river craft, are to be concentrated in German 
naval bases to be designated by the Allies and the United States of 
America, and are to be paid off and completely disarmed and placed 
under the supervision of the Allies and the United States of America. 
All vessels of the auxiliary type fleet, trawlers, motor vessels, etc., are 
to be disarmed. 

24. The Allies and United States of America shall have the right 
to sweep up all mine fields and obstructions laid by Germany outside 
German territorial waters and the positions of these are to be indicated. 

25. Freedom of access to and from the Baltic to be given to the 
naval and mercantile marine of the allied and associated powers. To 
secure this, the Allies and the United States of America shall be 
empowered to sweep up all mines and obstructions within and without 
German territorial waters, to occupy all German forts, fortifications, 
batteries and defense works, without any questions of neutrality being 
raised and the positions of all mines and obstructions are to be 
indicated. 

[ 90 ] 



U. S. S. HARRISBURG 

26. The existing blockade conditions set up by the allied and 
associated powers are to remain unchanged and all German merchant 
ships found at sea are to remain liable to capture. 

27. All naval aircraft are to be concentrated and immobilized 
in German bases to be specified by the Allies and the United States 
of America. 

28. In evacuating the Belgian coast and ports, Germany shall 
abandon all merchant vessels, tugs, lighters, cranes and all other 
materials, all materials for inland navigation, all aircraft and all 
material and stores, all arms and armament, and all stores and appa- 
ratus of all kinds. 

29. All Black Sea ports are to be evacuated by Germany; all 
Russian war vessels of all descriptions seized by Germany in the Black 
Sea are to be handed over to the Allies and United States of America. 
All neutral merchant vessels seized are to be released; all warlike and 
other materials of all kinds seized in those ports are to be returned 
and German materials as specified in clause 28 are to be abandoned. 

30. All merchant vessels in German hands belonging to the 
Allies and associated powers are to be restored in ports to be specified 
by the Allies and the United States of America, without reciprocity. 

31. No destruction of ships or material to be permitted before 
evacuatioh, surrender or restoration. 

32. The German Government shall formally notify the neutral 
governments of the world, and particularly the governments of Norway, 
Sweden, Denmark and Holland, that all restrictions placed on the 
trading of their vessels with the Allies and associate countries, whether 
by the German Government or by private German interests, and whether 
in return for specific concessions such as the export of shipbuilding 
materials or not, are immediately cancelled. 

33. No transfers of German merchant shipping of any description 
to any neutral flags are to take place after signature of the Armistice. 

Section Six 
Duration of Armistice 

34. The duration of the Armistice is to be thirty days, with 
option to extend. During this period, on failure of execution of any 
of the above clauses, the Armistice may be denounced by one of the 
contracting parties on forty-eight hours' previous notice. 

Section Seven 
Time Limit for Reply 

35. This Armistice to be accepted or refused by Germany within 
seventy-two hours of notification. 

[91] 



U. S. S. HARRISBURG 

On the night of November 12th the running lights were 
turned on for the first time since the war began, all other lights 
being out at night, and the constant vigilant lookout and watch 
for the deadly submarine continued, not knowing what other 
developments might take place. 

November 13th there was a fresh northeast to strong east- 
southeast breeze, increasing in force to moderate and fresh 
gales, with very high sea, and at 6 P. M. blowing a whole gale, 
with continuous vivid lightning and heavy rain. Barometer 
falling very fast. About 7.20 wind dropped to calm, then came 
out from westward with heavy puffs flying into the northward. 
At 7.45 P. M. it commenced to moderate. It was necessary to 
slow down from 15 to 7 knots for a period of fifteen hours; 
full speed was resumed at 2 P. M. the following day, and 
Ambrose Lightship sighted at 7.48 P. M. It being too late to 
dock, the Harrisburg anchored off Staten Island at 10 P. M. 
and proceeded to her dock at 5 A. M. the next morning, thus 
completing her fourth trip in the Navy and our last trip during 
hostilities. 

Owing to the fact that the Harrisburg had been continuously 
crossing the Atlantic during the entire period of the war, both 
as a merchantman and a Navy transport, repairs had only been 
made when extremely essential; and at this time, inasmuch as 
hostilities had ceased, it was deemed advisable to give her a 
much needed overhauling so as to be in a position to bring our 
troops back with the alacrity with which she took them over. 
The Harrisburg, therefore, went into Fletcher's Repair 
Yard, Hoboken, New Jersey, the following day after her arrival 
in New York. Necessary repairs and overhauling required a 
period of two months, and at this time her hull was chipped 
and instead of her camouflage she was given a coat of war gray. 
On December 10, 1918, fifty-four men were released from 
active service and left the ship for their homes. These were 
the most urgent cases and those having the greater reasons for 
being released. All those who desired to get out of the service 
submitted their applications, and since this date a number of 
men have been released upon each return to port. 

During this prolonged stay in New York all on board 

[ 92 ] 



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HARRISBURG 



were given liberal furloughs to visit their homes and friends, 
many of the men having been away during the entire period of 
the war. It could not have been a more appropriate time for 
undertaking the overhauling, as the ship was in port during 
the biggest holidays of the year. Thanksgiving, Christmas and 
New Year's Day. On Christmas Day a number of orphans were 
entertained on board with a Christmas party. 




Private George F. Kent 

A Spanish-American War Veteran and one of the Old Sixty-ninth's Staunch 
Fighters, arrives on the Harrisburg bedecked with German Trophies 



[93] 



Chapter VI 

TROOPS HOMEWARD BOUND 

During the prolonged stay in New York for repairs, after 
the cessation of hostilities, the Harrisburg appeared quite a 
different vessel. Her gay colors had bsen replaced with a solid 
coat of gray. In addition, several hundred of the crew had 
been released from active service or transferred, and there were 
many new faces when she left the repair yard at Fletcher's and 
proceeded to the U. S. Army Transport Pier, No. 2, Hoboken, 
to prepare for sea again in that more pleasing task of bringing 
the troops back after their victory and winning of the war 
for the Allies, Democracy and Humanity. She still retained 
her battery and gun crews. 

Instead of taking a huge cargo of human lives, as formerly, 
her holds were filled with supplies and provisions for the Army 
on the other side and a large quantity of mail. The only 
passengers aboard were six U. S. Army soldiers on courier duty. 
The sign of the cessation of hostilities was the most vital when 
she left her pier at 10 A. M., January 18th, 1919, with only 
these few passengers aboard; and then at nightfall all lights 
burning, and proceeding along at sea and passing other vessels 
in peace. 

The vessel started off in very pleasant weather, but after a 
day out there were continual snow flurries, when the ship slowed 
down and took all precautions to meet such circumstances; 
being made further disagreeable by wind with gale force, 
accompanied by a rough sea which continued for two days. 

On January 24th the weather moderated and in the after- 
noon we held target practice, five rounds fired by each gun at 
two targets which were made aboard and which represented the 
periscope of a submarine. 

[94] 




\ icToKY AND Home. The New York Welcome. 



U. S. S. HARRISBURG 

Due to the scarcity of coal at Brest and the great number 
of transports entering there and requiring coal, the Harrishurg 
went to Liverpool to coal up, that being her port during the 
war before the Navy took her over, and her first and second 
voyage after being commissioned took her to Liverpool. She 
had only put in at Brest two trips. 

The Harrisburg arrived at Liverpool 6.10 P. M., January 
27, 1918, docking at 10.11 P. M., after a trip covering nine 
days. During the voyage she was held down to a speed of 14 
knots, known as her economical speed, and taking her full 
capacity of coal in New York, and by this slow speed saving 
hundreds of tons of coal and thereby avoiding further draining 
of the coal supply in Europe. 

While in Liverpool the following passengers were received 
aboard for transportation to the United States: 

Civilians 3 

Naval Officers 7 

American Red Cross worker 1 

Sick and wounded soldiers 44 

Troops of 510th Engineers, U. S. A 147 

Total 202 

After four days the coaling was completed and at 10.32 
A. M., January 31, she left Liverpool for Brest, a run through 
St. George's Channel and around the southern coast of England, 
distance 406 nautical miles. At full speed this run could be 
made in twenty hours. However, as this would put her in 
Brest ahead of her orders she crept along at only 10 knots, 
arriving at Brest and anchoring at 9.34 A. M., February 2, 
1919. In this manner her coal consumption for the run was 
very small and in less than six hours troops began to pour 
aboard for the homeward bound voyage. On account of the 
large amount of cargo aboard for Brest, and one day the harbor 
being so rough that unloading into lighters became impossible, 
the vessel was unable to leave Brest before February 5th, 
although when possible cargo was unloaded day and night. 
The last piece of cargo was discharged at 3 P. M., and fifteen 

[95] 



U. S. S. HARRISBURG 

minutes thereafter she began to heave up anchor. She left 
the following United States ships in the harbor: New Mexico, 
Kansas, Georgia, St. Louis, Huntington, West Point, Montana, 
Virginia, Leviathan and Louisville. 



THE RETURN 



The Harrisburg is loaded, 

And we're leaving port today, 

Bidding farewell to the Frenchmen, 
Telling them we'd like to stay. 

But the folks at home are calling 
For the boys who came across 

To fight for France and Freedom, 
And against the German boss. 

Some of our troops are wounded, 
But they show of what they're made, 

For among those shattered heroes 
Scarce a grumble ere is said. 

They look up with smiling faces. 

And say, "I'm feeling fine, 
rd have given another leg or arm 

If we hadn't crossed the Rhine." 

Sometimes they mention Buddies, 
Who fought bravely by their side — 

Of how they fought so willingly. 
And how willingly they died. 

The Harrisburg will take them 
To the land they love so dear. 

And you'll hear old New York shouting 
When our sturdy ship draws near. 

For she is a trusty liner. 

And the only thing she knows 

Is to land her cargo safely 
At the port to which she goes. 

[97] 



U. S. S. HARRISBURG 

The crew and passengers aboard for the United States were 
as follows: 

Ship's Company 574 

Ship's Officers 45 

Welfare Workers 4 

U. S. A. Adjutant 1 

■ 624 

Navy Officers 7 

Army Officers 116 

American Red Cross Officer 1 

Casual Officers 5 

Troops (368th Inf., 92d Div., Ohio, Colored) . . 2,065 

Army Med. Sgt 1 

Wounded 44 

Civilians 3 

2,242 

Total 2,866 



The passengers enjoyed favorable weather for two days and 
the troops were glad to be traveling home again and constantly 
remarked about the contrast with the trip going over to 
France. However, on February 7th, a gale blew up, accom- 
panied with high seas; the ship rolled heavily, shipping 
water fore and aft, and no troops were allowed on deck and 
extremely rough weather was encountered for two days and 
they thought it about the worst part of the war! The speed 
of the vessel was retarded in order to make it more comfortable 
for the passengers; and when full speed was resumed it lasted 
but for a day, when rough weather was again encountered, 
engaging a whole gale and a very heavy, confused sea, which 
caused the ship to pitch and roll, injuring a number of the 
troops very badly by throwing them against the bulkhead, 
radiators, etc. 

The rough weather continued for two days and then two 
days of fine weather were encountered, and then another whole 
gale which lasted for two days. No meals could be cooked 
or served, as the mess hall was a wreck, all tables being broken 
down and it being impossible to stand up without holding on 
with both hands tightly. After the wind went down the high 

[98] 



u. s. 



s. 



HARRISBURG 



seas continued and rainy weather, followed by a fog as the 
time came to pick up the light vessels in approaching New 
York harbor. The Harrisburg anchored off quarantine at 
11.17 P. M., February 14th, 1919, after a trip of nine days 
consisting of much rough weather, rolling and tumbling about. 
The vessel proceeded to her berth the following morning, met 
by the Mayor's Committee of Welcome to Troops and the Red 
Cross. As the boys passed the Statue of Liberty, which 
appeared through the morning mist, they let out a wild cheer. 
The troops were disembarked immediately upon mooring to 
the dock and the crew were given liberty early in the after- 
noon. Word was received that we would sail again in a week. 
During the stay of even only a week a great change took 
place among the faces of both officers and crew, as a large 
number were released, discharged or transferred. 




[99] 



Chapter VII 

SIXTH VOYAGE 

The only passengers received aboard for the voyage to 
Liverpool were 600 sailors to man some of the German ships 
taken over by the United States, the only cargo being a large 
quantity of mail, nine bags being special Embassy mail. 

On this voyage the Harrisburg cast off and left New York 
at 10.45 A. M., February 22d, Washington's Birthday, all the 
vessels in the harbor being full dressed on the occasion of the 
anniversary of our first President, presenting a beautiful sight 
as we sailed down the river past the numerous piers. A 
number of the men who had been released from the Navy were 
on the dock as we left and no doubt hated to see the Harrisburg 
leave them behind, for there is an attachment to a ship one does 
not realize until he sees her pull out without him. 

The vessel had fine weather most of the trip, some days 
having a rough following sea, although it did not necessitate 
slowing down. During the voyage the following vessels were 
overtaken and passed: U. S. S. Seattle, U. S. S. Ryndam, U. S. S. 
Montana, U. S. S. New Orleans and American U. S. S. Waton. 
We arrived at Liverpool March 4th at 11.40 A. M., tying up 
at the Kuskission dock in the afternoon. All the overseas draft 
of sailors were transferred. The mail was discharged at once 
and coaling commenced the following morning. During our 
stay in Liverpool a number of the officers and men had the 
opportunity to visit London and Edinburgh and other prominent 
places of interest in Great Britain. The following were 
received on board for transportation to the United States: 

U. S. Army officers 3 

U. S. Army privates 415 

[ 100 ] 



U. S. S. HARRISBURG 

The following were received on board for transportation to 
Brest, France: 

U. S. Army officers 2 

U. S. Army privates 37 

We pulled out of the Huskission Basin and into the river 
and immediately got underway for Brest at 2.39 A. M. on 
March 8th, 1919, and arrived there on the following day after 
a run of twenty-eight hours. The passage could have been 
accomplished in much less time, but it was not deemed neces- 
sary, as it was more economical to arrive at 7 A. M., due to 
the ruling that troops were never loaded before that hour in 
the morning. 

This was Sunday, so no troops were brought on board. 
In the forenoon and evening divine services were held, as is 
customary in the Navy, the church pennant going above the 
ensign and flown during the services. 

After coaling we received 1,800 bags of mail for delivery 
in the United States and quite a few passengers, tabulated as 
follows : 

Army : 

Women passengers from Brest 78 

Army officers 59 

Enlisted men of the First and Second Construction Com- 
panies 414 

Enlisted men, sick and wounded, from Brest 630 

Enlisted men, casual detachments, from Brest 1,122 

Total 2,303 

Navy: 

Navy passengers, enlisted men 219 

Ship's company, enlisted men 523 

Ship's company, officers 44 

Passengers, officers 3 

Welfare workers attached 3 

Army adjutant 1 

Total 793 

Total Navy 793 

Total Army 2,303 

Grand Total 3,096 

[101] 



U. S. S. HARRISBURG 

As soon as we were outside the harbor we ran mto a 
moderate gale and a heavy head sea, accompanied with rainy 
and unsettled weather, which lasted three days, necessitating 
running at a lower speed. At this time we overtook the U. S. S. 
St. Louis, which was making very rough weather. 

On March 15th we overhauled the R. M. S. Orduna, west- 
bound, and exchanged signals with her. The weather cleared 
somewhat, leaving only a moderate sea, and on the following 
afternoon we passed by the R. M. S. Mauretania close aboard 
and bound east. The remaining four days were uneventful, and 
on the morning of the 19th Fire Island light was sighted with 
great enthusiasm by the returning Army men. By 11,50 A. M. 
we had passed up the harbor and warped into pier No. 1, and 
by 3 P. M. all troops and mail were transferred and liberty was 
granted to the crew. Shortly after, orders were received to 
get the ship ready to put to sea again on March 26th, thus 
remaining one week in port. 



t 102 J 



Chapter VIII 

SEVENTH VOYAGE 

On the afternoon of March 26, at 3.35 P. M., we left New 
York on our seventh voyage as a ship in the Navy. We had 
a small passenger list, consisting of the following persons: 

Thomas Smith, Sergeant, 1st CL, U. S. A. 
Thomas Wade, Sergeant, 1st CI., U. S. A. 
Hilda Wade, civilian, wife of Thomas Wade. 

On the afternoon of March 28th we passed the 5. S. Baymago 
with the S. S. Jason in tow, heading northwesterly, and also 
passed the battleship U. S. S. New Jersey, eastbound, with which 
we exchanged signals, asking permission to pass. 

On the following day we overtook and passed the U. S. S. 
DeKalb, another of our transports, and on the following day 
the U. S. S. America, bound east. Both of these vessels previ- 
ous to the war had flown the German flag. 

We had fine weather practically all the way across and at 
10 o'clock in the evening of April 3rd Fastnet Light, off the 
south coast of Ireland, was abeam. The following day was 
beautiful — clear blue sky and blue-green sea which is so charac- 
teristic cf the Irish Sea. Early in the afternoon the beautiful 
snow-covered mountains in North Wales appeared, with Mt. 
Snowdon lifting its peak above them all, and there the cliff's of 
Anglesea and the steep, rugged shore of Holyhead were passed. 
We received the pilot and at 8.09 P. M. reached an anchorage 
in the River Mersey, thus taking nine days for the trip, running 
at an economical speed, and on the following morning we 
moved into the dock. Coaling was not commenced until the 
morning of the 7th, owing to various delays and shifting of 
berth. Liberty was granted as usual, and a considerable num- 
ber of the men were granted seventy-two hours to go "globe- 
trotting." 

[103] 



U. S. S. HARRISBURG 

While in port the remains of John Porter Sherman, a Sea- 
man in the U. S. N. R. F., were received on board for shipment 
to his home in the States. Soon after coaling was completed 
the following passengers were received on board for transpor- 
tation to Brest and for transportation home: 
For Brest: 

U. S. Army officer 1 

U. S. Army enlisted men 29 

Total 30 

For the States: 

Naval officers 3 

American Red Cross lieutenant 1 

Marine sergeant 1 

Officers' wives 5 

Soldiers' wives 9 

U. S. Army casual officers 3 

U. S. Navy enlisted men, patients 11 

Total 33 

63 Total 

After a stay of six days in port we left for Brest on the 
morning of April 10th and arrived there at 10.30 A. M. on 
the 11th. The harbor presented a very busy sight; many ships 
were at anchor, including French and American men-of-war, 
and about fifteen ships taken over by the Allies, flying the Allied 
flag. Early in the afternoon wounded soldiers were received 
and after them we embarked the regular troops and their 
officers, casuals, Y. M. C. A. passengers, etc., so that on the 
following morning practically everyone was aboard. The 
following were on board : 
Army : 
Soldiers of the 165th Inf., 42d (Rainbow) Division. . 1,900 

Casuals, convalescents 600 

Army officers 136 

War brides 12 

Y. M. C. A. passengers 4 

Children 3 

Total 2,655 

[104] 



U. S. S. HARRISBURG 

Navy: 

Harrisburg crew 535 

Harrisburg officers 43 

Army adjutant 1 

Army chaplain 1 

Total 580 

Grand total 3,239 

At 2.09 P. M., after a stay of twenty-eight hours, we heaved 
in our anchor and put out to sea. After several hours out we 
passed close aboard the battleship U. S. S. Michigan, and she 
was an interesting sight to see as she rolled and pitched into a 
head sea, and many of our seasick soldiers expressed their 
thanks that they were not on her; they felt, after all, their 
"loss" was not so bad. 

On the 13th the wind was from the west, with a fresh, strong 
breeze, increasing to a moderate gale. The sky was overcast 
and later turned to rain. The monotony of the day was broken 
by the abandon ship drill in the forenoon, and at 4 P. M. the 
speed was reduced to sixty-three revolutions, an hour and a half 
later to fifty-eight, and in the evening finally to fifty-four, due 
to an increase in the wind and sea. This weather continued 
practically the entire westbound passage. Every other day the 
weather would moderate and then start to blow again worse 
than ever. Bad weather was reported all over the North 
Atlantic. The Harrisburg is a most seaworthy vessel and rides 
the waves like a cork, and at times has beaten the larger and 
more speedy transatlantic ships. We plowed our way through 
it all until finally Fire Island and Sandy Hook loomed 
into view, which was a welcome sight to all, and particularly so 
to the boys that we were bringing home, as most of them were 
from New York City. Only men who had been through what 
they had for two years could appreciate their feelings. We 
passed in through the Narrows and reached the Quarantine 
Station at 1.25 P. M. on April 21st, thus making the time of 
our passage nine days, two hours and thirty-one minutes, and 
a distance of 3,137 miles, maintaining an average speed of 
14.36 knots. 

[ 105 1 



U. S. S. HAKKISBURG 

The 165th Infantry, formerly the Sixty-ninth Regiment, 
N. G., S, N. Y., were given a great ovation, which began as the 
ship reached Quarantine. A description of which might best be 
told by quoting from an issue of the New York Herald which 
was published the following morning: 

"New York gave its heart yesterday to the 1,962 members 
of its own 165th Infantry, the former Fighting Sixty-ninth, who, 
after nearly eighteen months' service in France, returned yester- 
day on the Harrisburg. From the moment the transport was 
sighted in the lower bay by the thousands of friends and rela- 
tives until the men reached Camp Mills they were greeted with 
cheers. The men on the Harrisburg included the regimental 
staff. Companies C and F of the Second Battalion, Companies 
A, B, C and D of the First Battalion, the Headquarters Com- 
pany, Supply and Machine Gun Companies, and the Medical 
Detachment. The remainder of the regiment is due tomorrow 
on the Prinz Friedrich Wilhehn. 

"New York always had a warm affection for her 'Fighting 
Sixty-ninth,' but it surpassed itself yesterday. Mindful of the 
splendid record made by the regiment in living up to its tradi- 
tions, everybody joined in giving the boys a greeting that left 
no question in their minds as to the genuine affection felt for 
them. At Hoboken, where they disembarked, at Long Island 
City, where they entrained for Camp Mills, and at the camp 
the men were greeted by thousands. On the bay waved pen- 
nants, flags and handkerchiefs as the big transport came up 
the bay, and from the window of every skyscraper in the 
vicinity men and women could be seen waving to the New York 
troops." 

Hours before the arrival of the Harrisburg friends and 
relatives of the men began arriving at the Battery, where the 
Correction was assigned to the Gold Star Mothers, and at the 
foot of Twenty-third Street the steamer Grand Republic, char- 
tered by the present Sixty-ninth Regiment and veterans, was 
moored. Scores of excursion boats were on hand to carry those 
who were willing to pay the price, and all of them had no 
difficulty in getting passengers. 

Shortly before 1 o'clock the Patrol, with the city officials, 

[107] 



U. S. S. HARRISBURG 

started down the bay, preceded by the Navy Scout Boats 162 
and 298. Then, following the Correction, with the Gold Star 
Mothers, on the port side of the Patrol and the Grand Republic 
on the starboard side, the Gowanus, the Bay Ridge and the 
Gaynor took their places in the line of boats. Nearly every 
boat had a band on board, and such tunes as "The Wearing of 
the Green," "Come Back to Erin" and "The Bard of Armagh," 
dear to every Irish heart, were played continuously. 

From the Grand Republic Col. Phelan of the new Sixty-ninth 
had this message wigwagged to the commanding officer of the 
Sixty-ninth: 

"The Sixty-ninth, New York Guard, welcome you home. 
We are glad to see you back." 

Col. Donovan could be seen smiling on receiving the 
greeting and soon one of the signalers wigwagged back to Col. 
Phelan: "Thank You." 

Convoyed by the welcome boats and airplanes overhead and 
a destroyer, the Harrisburg, under her own steam, proceeded 
up the North River to the port of debarkation at Hoboken, 
arriving at 3.25 P. M. To the disappointment of the troops, 
no band was on hand to welcome them on the dock, as is the 
usual custom, but when they learned that two official bands were 
absent on duty with the Victory Loan and the parade of the 
332nd Infantry, they made up for the lack of martial music 
with lusty cheers. 

After the Harrisburg had been made fast to her pier the 
officials of the Port Embarkation Staff went on board to greet 
Col. Donovan, who received them in his cabin on the promenade 
deck. Col. Donovan said: 

"There are 1,400 of the original Regiment as it left the 
United States for France, and out of 108 officers there are 
twenty-seven remaining with us. This does not mean that they 
were killed. Some were transferred to other regiments and 
others have returned home, suffering from sickness and wounds, 
but the spirit of the old 'Fighting Sixty-ninth' is stronger than 
ever. The replacement, whether they are Jews, Italians, or 

[108] 



U. S. S. HARRISBURG 

from other foreign descent, have imbibed the right spirit and 
are more Irish than the Irish. 

"The Rainbow Division has formed a Veteran Association 
of its own, composed of twenty-six chapters, and the 165th 
Regiment will be the New York Chapter. The object of the 
Association is to maintain the friendships formed during the 
war and to honor our dead. We have also organized a com- 
mittee in France to look after the men of our Regiment when 
they have been demobilized and to see that they all get employ- 
ment and are not left stranded when they take off the uniform 
of the United States Army. 

"Every man will be examined by the committee and asked 
what he was doing before the war and the kind of job he would 
like, and we shall exert our utmost endeavor to assist him in 
getting it. 

"As for myself, my only ambition, now that the war is 
over, is to get back to private life, live once more with my 
family, and return to the practice of law." 

In all, the losses of the 165th Infantry during the war were 
2,682 men and officers wounded and 615 men and officers killed 
in the various sectors, as follows: One officer and 30 men at 
Luneville, 8 men at Baccarat, 48 men and 1 officer at Cham- 
pagne, 13 officers and 268 men in the Aisne-Mame sector, 1 
officer and 46 men at St. Mihiel and 5 officers and 194 men in 
the Argonne sector. 

Sixty-two officers and men received the French War Cross 
and sixty were awarded the Distinguished Service Cross by 
General Pershing. 

The Regiment advanced 55 kilometers against the enemy. 

Mayor Griffin and city officials of Hoboken, Red Cross 
nurses, Salvation Army, Jewish Welfare Board, Knights of 
Columbus and Y. M. C. A. workers were gathered on the pier 
as the steamer docked. Just outside the pier, on River Street, 
hundreds of spectators stood in line waving the American and 
Irish flags at the boys. The welfare workers had made prepa- 
rations for the arrival of the boys, and as soon as the boat had 
been made fast they went aboard and distributed candy, cigar- 
ettes and sandwiches to the men. 

[ 109 ] 



U. S. S. HARRISBURG 

Commander H. A. Candy of the Harrisburg was astonished 
to hear that his ship had been expected to arrive in port on 
Sunday and that she was delayed by engine trouble. 

The Harrisburg was just two hours late in reaching her pier, 
due to a little fog off the coast. We did not have any trouble 
with the engine. We slowed down on account of heavy seas. 
The schedule for the run from Brest by the United States 
Department is nine days, and we made it in that time plus two 
hours at a speed of 14.5 knots. The Harrisburg can still do 18 
if she has the coal and the firemen, and the Navy wants her 
to do it. That would mean making the trip from Brest in 
seven days. 

The rules governing transports were one week in home port, 
providing no repairs were absolutely necessary. April 28th, 
one week after her arrival, found the Harrisburg in readiness 
in every respect. A number of the crew were released from 
active service, but men were received from the receiving ship 
to take the places of those released. 



[110] 



Chapter IX 



EIGHTH VOYAGE 

On the occasion of this voyage the Harrisburg cast oflf lines 
and left her docks at Hoboken, N. J., 8 A. M., April 28th, and 
proceeded down the river. At 9.45 A. M. she stopped off 
Ambrose Channel Lightship to calibrate the radio compass, an 
instrument used to determine the bearing of a vessel or station 
sending out wireless messages. It was 1.50 P. M. before the 
completion of this work and the vessel proceeded on its way 
east, draft of ship, forward 31' 1", aft 28' 9" . 

At 10.20 A. M., in lat. 40° 05' N., long. 67° 00' W., we 
passed sister ship U. S. S. Louisville, westbound, and six hours 
later passed U. S. S. Pretorina, westbound to Boston, both Navy 
transports. 

At this time the Fifth Victory Loan drive was in progress 
and an officer was appointed to secure subscriptions on board. 
The Harrisburg never failed to go over the top in its quota. 
The following article appeared in the Victory Loan issue of our 
little newspaper, "Sea Life": 

"Keep the Faith 
"That These Dead Shall Not Have Died In Vain." 

Seventy-two thousand Americans died in France and passed along 
the torch to their comrades over there and to us — their comrades in 
the Navy. 

No nation in the history of the world was less prepared for war 
than was America when the war began. 

No nation was better prepared when the war ended. 

Guns — aeroplanes — ships — motor-trucks — gas — food — TNT — • 
locomotives — shoes — hand grenades — bullets — searchlights — tanks^ — 
Liberty motors — shells — helmets — tents — rifles — bayonets — machine 
guns — battleships. 

[Ill] 



U. S. S. HARRISBURG 



Cost Money 

Every ninety days we were landing in France nearly a million 
American soldiers . . . trained to fight . . . equipped to 
fight, eager to fight . . . ready to dash forward on the double 
quick to take their places in the battle line. 

Every day our great fleet of ships — laden until they rode below 
the water — were steaming full speed ahead through German danger 
zones into French harbors, and unloading their cargoes of American 
war material upon American docks — in France. 

Every day and all through the night American workmen were 
loading this American freight into American freight cars, and rushing 
it at top speed over American railways to American Armies on the 
American battle front — in France. 

Men — money — material. 

In eighteen months America raised eighteen billion dollars and 
spent it. 

When the war ended there were over a million and a half fine 
American boys in our camps at home eager to fight. They were the 
same material that the Germans got acquainted with at St. Mihiel and 
the Argonne forest. It cost millions to train and equip them. They 
did not have their great chance. But they fought for Victory as a big 
part of the American fighting machine. They were ready, and the 
Germans knew that they were ready. 

America was turning out war material so fast when the Armistice 
was signed, that in the next few weeks — before all machinery could 
be stopped — we had enough guns, clothes, ammunition, aeroplanes 
and trucks to equip in every detail a new army as large as the one that 
we already had in France. 

And we have that material at the present time. 

It fought to bring a speedy victory just as much as the material 
which was actually used. It was all ready and Germany knew it was 
ready. 

Some time last summer came a German secret service agent to 
the German Headquarters and told the Kaiser, or Von Hindenburg, 
or Ludendorff, or somebody, the big things that America was doing 
to win the war. 

And somebody gave a long loud laugh. 

But the next day another report of the same kind came in, and 
the next day another — and the next day and the next. 

Until after a little while somebody quit laughing and sent a hurry 
up message to Washington, D. C., that he represented the Constitution 
Authorities of the German people and would be glad, very, very glad 
indeed t<) talk Peace. 

And would Washington, please be so good as to reply promptly. 

Strange, isn't it? Germany had the men and she had the guns 

[112] 



U. S. S. HARRISBURG 

had she had the desire to go on with the war for many months. Why 
then all of this rush about the Armistice in November? 

There is one answer and the whole world knows it. 

Germany was scared to death. 

She knew that if she didn't quit while the quitting was good Ameri- 
can aeroplanes would blacken her skies — American shells would blow 
her cities off the map — and American soldiers would be marching 
through the streets of Berlin singing "Hail, hail, the gang's all here," 
before the leaves were green again Unter den Linden. 

It cost a lot of money to scare a nation to death. 

General Pershing's staff reports officially that if the war had lasted 
six months longer one hundred thousand more American soldiers 
would have been killed. 

One hundred thousand of these American boys that are coming 
back with us now would have been smiling and dying in the mud of 
France if the Armistice had been signed this April instead of last 
November. 

Are we grateful to those who died? 

Are we grateful to have so many boys coming back with us safe 
and sound? 

Is there enough gratitude in the world to express the thanksgivings 
in our hearts because Victory came so soon. 

The money you and I are putting into the Victory Loan is the 
money we spent to end the war six months, perhaps twelve months 
ahead of time. 

One hundred thousand Americans in French mud. 

Well, we got our money's worth. 

We might all have been wearing one of those little black arm 
bands with a gold star on it. 

Today, with the Allies, half a million American soldiers stand 
guard over the German border. 

Half a million of our soldiers are on the job "Over There" to 
stay until the world is safe again. 

It cost $2.74 a day to keep one of these soldiers there — over one 
and a quarter million dollars a day. Is it worth it? 

There are some other things for us to pay before we are through 
— before we finish our job. 

Two hundred and eighty-five thousand of our soldiers were 
wounded in this war. Some of them are well now — some of them are 
not and there are some of them who will not ever be. 

We've got to bind up their wounds and pay for their nursing and 
for some of them we've got to buy new arms and legs — three thousand 
and twenty-four arms and legs. 

And we have got to raise the money — you and I and the folks back 
home — if we are to finish the job properly. 

8 [ 113 ] 



U- S. S. HARRISBURG 

This loan is our business — the business of the American people 
as a whole, the people who won the war. And it is a good business. 

There's another side of this thing, too — the investment side of it. 
We don't think of it very often — this matter of interest. But buying 
Victory Notes isn't like dropping money down a well. 

Instead of saying "there it goes" when we put fifty, or a hundred, 
or a thousand dollars, into the Victory Loan we say "here it comes," 
for every single dollar that we put in comes back to us again with 
interest. 

We Americans didn't put our money into this war because it 
was a good business proposition. We did not think of the interest, and 
we didn't care about it, either. And we don't care about it now, for 
its own sake. 

We're not going to buy this Victory Loan because it is safe, 
sound and a money-making business proposition that pays good interest. 
That isn't the reason. But the interest is there just the same. 

Every Victory note we buy — you and I — is the best possible 
investment we can make — the Government and people of the United 
States of America stand behind it. And the Government pledges its 
word that every dollar we put into the Victory Liberty Loan shall come 
back to us — dollar for dollar — with interest. Is there anything much 
safer than that in the world? 

And now it is over. And we want to forget it and live the rest 
of our lives the way Almighty God intended we should live them — in 
Peace and Freedom and some degree of Happiness. 

Seventy-two thousand Americans died in France and left a job 
for us to finish. 

"If ye break faith with us who die 
We shall not sleep, though poppies grow 
In Flanders field." 

The Harrisburg crew subscribed nearly $12,000.00 of the 
Victory Loan and the officers $5,400.00, making a total of 
$17,400.00. 

The ship arrived in Liverpool May 7th, 1919, at 11 A. M., 
beating the Adriatic over by several hours. The vessel was 
delayed a day in entering the docks, due to the congestion, and 
coaling was not completed until the night of May 12th; leaving 
the following morning at 10.30 P. M. for Brest, which she 
made after a run of twenty-six and a half hours, arriving at 
1 P. M., May 14th, where she made her speediest getaway, 
leaving at 5.30 the following morning, after a stay of only six- 

[114] 



u. s. 



s. 



HARRISBURG 



teen and a half hours. The water barge was late coming along- 
side, or the Harrisburg might have left sooner. 
Our passenger list was as follows: 

Army : 

Officers 63 

Enlisted men 1,859 

Sick and wounded 428 

Wives 36 

Children 12 

Total — 2,398 

Navy: 

Officers 1 

Enlisted men 50 

Wives 17 

Child 1 

Total — 69 

Miscellaneous: 

Marines, sick and wounded 72 

Ex-soldiers 11 

Congressmen 1 

Red Cross nurse 1 

Y. M. C. A. worker 1 

Total — 86 

Ship's Company: 

Officers 39 

Enlisted men 530 

Army adjutant 1 

Red Cross 1 

Y. M. C. A 1 

K. of C 1 

J. W. B... 1 

Total — 574 

Grand Total 3,127 

And we had our share of "livestock" on board, such as 
cats, dogs, cooties, measles, etc.! 

There was no particularly rough weather encountered on 
the western passage, yet there was the usual seasickness among 
the women and troops. On each voyage the Welfare Workers 

[115] 



U. S. S. HARRISBURG 



on board do a great service in numerous ways, the most apparent 
being the distribution of supplies, which during the voyage was 
as follows: 

American Red Cross 



60 Boxes apples 

9 Boxes lemons 
25 Pounds lemon drops 
70,000 Cigarettes 
96 Boxes pickles 
300 Bars soap 
1,500 Sheets paper 
Bath robes 



Ditty bags 



30 Boxes oranges 
4,000 Bars chocolate 
2,000 Packages of gum 
700 Cigars 

6 Kegs pickles 
650 Magazines 
1,500 Envelopes 
Pajamas 



Young Men's Christian Association 



2 Boxes lemons 
3,200 Bars chocolate 
400 Packages hard candy 
64,000 Cigarettes 
514 Boxes matches 
576 Trench checkers 
36 Domino games 
2,500 Sheets paper 

700 Magazines 
1,000 Post cards 
6 Baseball bats 
16 Gloves 
1 Catcher mitt 
1 Baseball mitt 
700 Packages gum 



150 Cigars 
450 Bars soap 
15 Sets puzzles 
8 Chess games 
1,750 Paper 
1,500 Envelopes 
450 Lead pencils 
18 Baseballs 
1 Catcher mask 
1 Protector 
10 Movie shows, furnished 
jointly 
8 Movie shows, Naval Train- 
ing Camp activities 



Knights of Columbus 



3,600 Bars chocolate 

200 Packages of gum 
30,000 Cigarettes 
5,000 Booklets matches 
3,300 Handkerchiefs 

250 War games 

650 Magazines 
2,500 Envelopes 

144 Lead pencils 
36 Baseballs 



600 Pounds hard candy 

6 Cases of cakes 
750 Bags of smoking tobacco 
450 Bars soap 
100 Checker boards 
50 Dominoes 
6,000 Sheets paper 
1,500 Post cards 

Quantity short stories 
1 Punching bag 



[116] 



<r <«i5!i«»_,- '-"o- ». ■— --i^siiK -'"iri .,-. :3 




Ohio's Heroes Back Home 

Scene on Dock at Hoboken when Transport Harrisburg brings 
37th Division, of Cleveland, home 



[117] 



U. S. S. HARRISBURG 



Jewish Welfare Board 

1,400 Bars chocolate 100 Pounds hard candy 

500 Packages gum 1 Cartoon macaroons 

14,000 Cigarettes 50 Cigars 

500 Booklets matches 300 Bars soap 

300 Trench checkers 5,000 Sheets paper 

1,000 Envelopes 8,000 Post cards 

450 Lead pencils 24 Baseballs 

American Library Association 
6 Cases magazines 3 Cases books 

The Harrisburg reached New York May 23d, arriving at her 
pier at 3,30 P. M., making the passage in eight days and ten 
hours, her fastest return passage with troops. Upon arrival 
coaling was commenced immediately, as orders were received 
to sail Wednesday morning, May 28th, remaining in port less 
than five days. 

At this time more than half the troops are back home and 
returning at the rate of 300,000 a month and faster than they 
were sent over. "The Navy took them over and the Navy 
will bring them back." 

Very soon the Harrisburg will be turned back to merchant 
service and will no doubt resume her former runs and schedule 
in the American Line. Exceedingly well has she done her bit 
in this war and she will be ready to do it all over again should 
time ever demand, as she has twice performed in her long 
career. In view of the League and Peace Terms she will no 
doubt travel henceforth in peace but ever remaining a most 
wonderful example of American adaptability. 



[118] 



U. S. S. HARRISBURG 

THE PEACE TERMS 
Reparation 

Germany is required to pay £5,000,000,000 on account as com- 
pensation for her war crimes. 

"The Allies and Associated Governments affirm, and Germany 
accepts on behalf of herself and her Allies, the responsibility for 
causing all the loss and damages to which the Allied and Associated 
Governments and their material have been subjected as a consequence 
of the war imposed upon them by the aggression of the enemy States." 

While the grand total of damages assessed against Germany may 
exceed ability to pay, she undertakes to make compensation for all 
damages caused to the civilians under seven main categories, including 
damage caused civilians by acts of cruelty ordered by the enemy; 
damage caused by ill-treatment of prisoners; damage to property; 
damage to civilians by being forced to labor. 

The total obligations of Germany to pay is to be determined after 
a fair hearing, and not later than May 1, 1921, by inter-Allied Repara- 
tion Commission. At the same time a schedule of payments to discharge 
the obligation within thirty years shall be presented. 

Germany is required to pay the total cost of the Armies of Occu- 
pation from the date of the Armistice as long as they are maintained 
in German territory, and this cost is to be a first charge on her resources. 
The cost of reparation is the next charge, after making such provisions 
for payments for imports as the Allies may deem necessary. 

Ship for Ship 

The German Government recognized the rights of the Allies to 
the replacement, ton for ton and class for class, of all merchant ships 
and fishing boats lost or damaged owing to the war, and agrees to 
cede to the Allies all German merchant ships of 1,600 tons gross, and 
upwards, one-half of her ships between 1,600 and 1,000 tons gross, 
and one-quarter of her trawlers and other fishing boats. These ships 
are to be delivered within two months to the Reparation Commission, 
altogether its documents of title evidencing to transfer of ship's 
encumbrances. 

As an additional part of the Reparation the German Government 
further agrees to build merchant ships for the account of the Allies 
to the amount of not exceeding 200,000 tons gross annually during the 
next five years. 

Devastated Areas 

Germany undertakes to devote her economic resources directly to 
the physical restoration of the invaded areas. The Reparation Com- 
mission is authorized to require Germany to replace the destroyed 
articles by the delivery of animals, machinery, etc., existing in Ger- 

[119] 



U- S. S. HARRISBURG 

many, and to manufacture material required for reconstruction pur- 
poses — all with due consideration for Germany's essential domestic 
requirements. 

WiLHELM TO BE ARRAIGNED 

The Allies publicly arraign the ex-Emperor William II for a 
supreme offense against international morality and the sanctity of 
treaties. 

The ex-Emperor's surrender by the Dutch Government is to be 
asked for, and a special tribunal is to be set up, consisting of one judge 
from each of the five great powers. The tribunal is to be guided by 
the highest principles of the international policies and is to have the 
duty of fixing whatever punishment it thinks should be imposed. 

Military tribunals are to be set by the Allies to try persons accused 
of acts of violation of the laws and customs of war, and Germany 
is to hand over all persons so accused. Similar tribunals are to be set 
up by any particular Allied Power against whose nationals criminal 
acts have been committed. The accused are to be entitled to name 
their own counsel, and the German Government is to undertake to fur- 
nish all documents and information the production of which may be 
necessary. 

Restoration 

Alsace and Lorraine returned to France. 

"Greater recognition of the moral obligations to repair the wrong 
done in 1871 by Germany and the people of Alsace-Lorraine the terri- 
tories ceded to Germany by the treaty of Frankfort, are restored to 
France with their frontier as before 1871 to date from the signing of 
the Armistice and to free all public debts." 

All public property and all private property of German ex- 
Sovereigns, passes to France without payment or credits. France is 
substituted for Germany as regards ownership of the railroads and 
rights over concessions of tramways. The Rhine bridges pass to 
France with the obligations for their upkeep. 

The Saar Basin 

In compensation for the destruction of the French coal mines 
France is ceded full ownership of the coal mines in the Saar Basin 
and the value will be credited against the Reparation account. The 
territory will be governed by the League of the Nations and wide 
local rights, including religious liberties, the right of assembly, 
languages, and school are to be retained. If after fifteen years the 
people by plebiscite show desire to return to Germany the latter must 
buy out the French owners and the League will determine how much 
coal will be still supplied France. 

[120] 



U. S. S. HARRISBURG 



Belgium and Luxemburg 

Belgium is ceded Eupen and Maledy districts as well as Moreanet, 
including part of Prussian Moresnet. If, however, the people of the 
last mentioned district object to this arrangement the League of the 
Nations will decide. 

Luxemburg is taken out of the German Zollverein and her neu- 
trality is abrogated. 

Denmark, Heligoland and Russia 

The frontier between Germany and Denmark is to be fixed in 
accordance with the wishes of the population, a vote being taken in 
Northern Schleswig as a whole, and in a portion of Central Schleswig 
by communes. Ten days from the peace German troops and authorities 
must evacuate the zone concerned. 

The fortifications, military establishments, and harbors of the 
islands of Heligoland and Dune are to be destroyed, under the super- 
vision of the Allies, by German labor and at Germany's expense. They 
are not to be reconstructed, nor any similar works to be constructed 
in the future. , , 

Germany is to recognize and respect the full independence of all 
of the territories which formed part of the Russian Empire. Germany 
is to accept definitely the annulment of the Brest-Litovsk Treaty, and 
of all treaties or agreements of all kinds concluded by Germany since 
the revolution of November, 1917, with all Governments or political 
groups on territory of the former Russian Empire. The Allies reserve 
all rights on the part of the Russians for restitution and satisfaction to 
be obtained from Germany on the principles of the present Treaty. 

Czecho-Slovakia, Poland and Dantzig 

Germany recognizes the entire independence of the Czecho-Slovak 
State, including the autonomous territory of the Ruthenians south of 
the Carpathians, and accepts the frontiers of these states as they may 
be determined, which in case of the German frontier shall follow the 
old frontier of Bohemia in 1914. 

The usual stipulations as to acquisitions and change of nationality 
follows: 

Germany ceded to Poland the greater part of upper Silesia, Posen 
and the Province of West Prussia on the left bank of the Vistula. A 
Boundary Commission shall be constituted within fifteen days of the 
peace to delimit the boundary. 

The southern and eastern frontiers of east Prussia as facing Poland 
is to be fixed by the plebiscites. In each case the German troops and 
authorities will move out within fifteen days of the peace, and the 
territories be placed under an international commission of five mem- 

[ 122 ] 



U. S. S. HARRISBURC 

bers appointed by five Allied and Associated powers with the particu- 
lar duty of arranging for a free, fair and secret vote. 

Dantzig and the district immediately about is to be constituted 
into the free city of Dantzig under the guarantee of the League of the 
Nations. A high commissioner appointed by the League and resident 
at Dantzig shall draw up a constitution in agreement with the duly 
appointed representative of the city, and shall deal in the first instance 
with all differences arising between the city and Poland. A conven- 
tion shall be concluded between Poland and Dantzig which shall 
include Dantzig within the Polish customs frontiers, though with a 
free area in the port. 

The Overseas Empire 

Germany is to have no overseas empire. She renounces in favor 
of the Allied and Associated Powers her overseas possession with all 
rights and titles therein. What exactly is to be done with the former 
German colonies will be decided by the League of the Nations. 

Germany cedes to Japan all rights and privileges, notably as to 
Kiao-Tchau and the railroads, mines and cables acquired by her treaties 
with China of the 6th March, 1898, and by other agreements as to 
Shantung. All German State property, movable and immovable, in 
Kiao-Tchau is acquired by Japan free of all charges. 

Germany recognizes the British Protectorate of Egypt. 

Guarantees 

As a guarantee for the execution of the treaty, German territory 
to the west of the Rhine, together with the bridgehead will be occupied 
by Allied and Associated troops for fifteen years. If the conditions 
are faithfully carried out certain districts will be evacuated at the 
expiration of five years and other after ten years. Breach of faith 
by Germany will lead to reoccupation immediately even after the 
fifteen years. If before the expiration of the fifteen years Germany 
complies with all undertakings resulting from the present Treaty the 
occupying forces will be withdrawn immediately. 

Military 

The German armies must be demobilized within two months as 
the first step towards international disarmament. 

There must be no more conscription in Germany and the voluntary 
long service army (this to avoid passing long service or trained men 
into the reserve) is not to number more than 100,000 effective. 

The function of the German army is to keep internal order and 
control of the frontiers. The High Command is to confine itself to 
administration duties, and it will not be allowed to retain a General 

[ 123 ] 



U. S. S. HARRISBURG 

Staff. Stringent measures limiting production of warlike material are 
stated. The German Government arsenals are to be suppressed and 
their personnel dismissed. Germany is prohibited from manufacturing 
armaments and munitions for foreign countries, and from importing 
them from abroad. Germany must not maintain or construct any forti- 
fications situated on German territory less than fifty kilometers east of 
the Rhine, and in the above area no armed forces, either permanent 
or temporary may be maintained. 

Naval 

The Naval terms provide that within two months the German Naval 
Forces in commission must not exceed six battleships, six light 
cruisers, twelve destroyers and twelve torpedo boats. No submarines 
are to be included. After the expiration of two months the total exclu- 
sive personnel of the Navy must not exceed 15,000 and a maximum 
of 1,500 officers and warrant officers. 

The German surface warships interned in the Allied or neutral 
ports are to be finally surrendered. Within two months certain addi- 
tional warships, enumerated in the Treaty and now in German ports, 
will be surrendered in Allied ports. Except under specified conditions 
for replacement, Germany is forbidden to construct or acquire any 
warships; the construction of any submarines whatever is prohibited. 

In order to ensure free passage into the Baltic, Germany is not to 
erect any fortifications in certain specified area nor to install any guns 
commanding maritime routes between the North Sea and the Baltic. 
Existing fortifications within those areas are to bs demobilized and 
guns removed. 

Air 

The air clauses provide that the armed force of Germany must 
not include any military or naval forces. Germany is, however, to be 
allowed to maintain a maximum of 100 seaplanes' up to October 1, 
1919, to be exclusively employed in searching for submarine mines. 

The manufacture of aircraft and parts of aircraft is forbidden 
throughout Germany for six months. 

All military and naval aircrafts (including dirigibles) and aero- 
nautical material are to be delivered to the Allied Associated Govern- 
ments within three months except for the 100 seaplanes already speci- 
fied. 

The Kiel Canal is to remain free and open to ships of war and 
merchant shipping of all nations at peace with Germany. Subject 
goods and ships of all States are to be treated on the terms of equality 
in the use of the canal, and charges are to be limited to those necessary 
for the upkeep and improvements of the canal, for which Germany 
is to be responsible. 




Lieut. Francis Lee Albert 
Chaplain Corps, U. S. N. 



[ 125 ] 



U. S. S. HARRISBURG 

Any rights Germany has in Liberia are renounced and commercial 
treaties and agreements are abrogated. With regard to Morocco the case 
is similar and Germany undertakes not to intervene in any negotiations 
as to Morocco between France and other powers, accept all conse- 
quences of French Protectorate, and renounces the capitulations. 

The treaty contains detailed provisions for securing that Germany 
shall not discriminate directly or indirectly against the trade of Allied 
or Associated countries. 

Germany undertakes to protect the trade of the Allies against 
unfair competition, and in particular to suppress the use of false mark- 
ing and indications or origins, and on conditions of reciprocity to 
respect the laws and judicial decisions of Allied and Associated States 
in respect of regional appellations of wines and spirits. 



[126] 



Chapter X 



ENTERTAINMENTS AND WELFARE 

111 no place more than in the Navy is it more true that "all 
work and no play makes Jack a dull boy." We have all recog- 
nized that fact and provided against it. Anyone who imagines 
that life on the rolling deep is one continuous round of monoto- 
nous routine should take a second squint at this sample list, 
copied from "Sea Life," of "Going Over Entertainments": 

Between New York and Liverpool 

Each noon on deck at 12.30 and each evening in the Mess 
Hall at 7.30 our band will give a good half hour's concert. 

Monday, April 28— "Good-Bye, Little Old New York." Double movie 
show in the Mess Hall : 1. "Emmy of Stork's Nest," five reels ; 
2. "Her Own People," seven reels. 

Tuesday, April 29 — Backward Longings! This is boxing night; let's 
make it a good, lively evening with a half-dozen snappy bouts. 

Wednesday, April 30 — No liberty tonight. Stay aboard and enjoy one 
or both shows: 1, "Spirit of Romance," five reels, Vivian 
Martin; 2. "Emmy of Stork's Nest," five reels. 

Thursday, May 1 — May Day ashore. Tonight we'll sing from the New 
Navy Song Books, with Secretary Heilbrunn leading. Keep 
your book carefully; it's yours to keep. 

Friday, May 2 — Half-way today; we'll forget our work and worries 
tonight, with an evening of wholesome fun; come across with 
some new stunts. 

Saturday, May 3 — "I May Be Gone for a Long, Long Time." No forty- 
eights this week-end, but two shows in the Mess Hall tonight: 
1. "Her Own People," seven reels, Ethel Barrymore; 2. 
"Neatness and Despatch," five reels. 

Sunday, May 4 — Our day of rest and worship. Chaplain Albert will 
preach at 9.30 A. M. "Dad's" Bible class at 2 P. M. Even- 
ing hymns and Chaplain's talk. 

[ 127 ] 



U. S. S. HARRISBURG 

Monday, May 5 — Blue Monday? No! Movies tonight, a double-header: 
1. "Spirit of Romance," five reels; 2. "Shore Acres," five 
reels. 

Tuesday, May 6 — How about Liverpool liberty? Baseball tomorrow — 
Wha'd 'ya say? 

Sometimes we have all three movie machines operating at 
the same time — on Deck, in the Ward Room, and in the Mess 
Hall. Regularly we provide two entertainments each evening, 
so that whether a man goes on or comes off watch at 8 o'clock 
he has his show. 

But the "Going Over" and the "Coming Back" entertain- 
ments are not all. We have them both over here and over there, 
and happy times they are, too, as you may gather from this 
brief report taken from "Sea Life": 

OUR SHIP'S DANCE AT LIVERPOOL 

All members of our Ship's Company turned out, stepping high, 
wide and handsome, on Friday evening. May 9, 1919, when the Welfare 
Committee tendered a crew's dance at Yaman Hall, 59 Bold Street, 
Liverpool, England. Each "gob," chief and officer brought along his 
best sweetheart, dolled up to kill, and had the time of his young life, 
dancing to the jazzy tunes of the ship's snappy band. Our wonderful 
musicians created quite a furore by playing their instruments all over 
the hall for each dance. It sure made the "duckies" sit up and take 
notice. All hands were happy and the dainty refreshments added 
internal satisfaction. We all look forward to our next arrival in Liver- 
pool, when we expect to stage another "tea daneant." Cheero, old thing. 

Under the skillful and generous direction of Miss Edith 
Whitney Shaw, representing the War Camp Community Service, 
we have had two distinctly successful Harrisburg dances in the 
Hoboken High School. 

We staged several "stag" dances aboard, but we always 
have a better time when our friends, the nurses from St. Mary's 
Hospital, come aboard to dance with us. 

Probably no single entertainment will be remembered longer 
or more happily by us all than our big "Victory Ball" given 
in the Grand Ball Room of the Commodore Hotel on March 24, 
1919. We cannot record that event in a better way than by 
quoting from the report in "Sea Life": 

9 [ 129 ] 



U. S. S. HARRISBURG 



VICTORY BALL IS A GREAT SUCCESS 

Led by their gallant Captain, and reviewed by Commander Hen- 
derson of Admiral Cleaves' Staff, the crew of the good ship Harrisburg 
attacked Chateau Commodore late Monday night and succeeded in 
breaking through to a glorious victory. Many well-planned and won- 
derfully executed attacks have been made in that region, but, according 
to the natives, this was by far the most successful. 

About 8 o'clock our outposts advanced to spy out the territory 
and prepare for the coming of the main guard. Following them 
came that band of music makers with their highly polished weapons. 
Stationing themselves near the center of the scene, they quickly dis- 
pelled the silent enemy and for six hours kept up the merry din of 
raging battle. 

When our Captain and his party appeared a triumphant shout ol 
welcome was raised by those hundreds who were already Avell in pos- 
session of the situation. The Victory celebration was on in full swing. 

The Printing Committee had arranged a tasteful souvenir dance 
program, containing a reproduction of our good ship during the camou- 
flage war days; a detailed history of her escapades during thirty-two 
years; a varied dance order containing thirty -two dedicated numbers, 
and names of the various committees and members of the band. Those 
programs will be kept through the years as a source of joy and a 
happy remainder of other days. 

While ever-changing colored lights shot their soft rays across the 
Grand Ball Room, our sturdy men with their beautiful maidens glided 
gracefully in and out among the shadows to the strains of wonderful 
music, coming now from the orchestra in the balcony, now from the 
band on the floor. Beauty reigned supreme. It would take a society 
editor with a Webster vocabulary to describe the gowns. We're un- 
sophisticated; we hesitate. 

At 1 o'clock the Grand March began, under the direction of Chief 
"Roxy" Moore. Captain Candy led, accompanied by Miss Anna Marie 
Ring. Followino them were Lieutenant-Commander Tillett with Miss 
Smeades, Chief Engineer Joyce with Miss McCabe, Dr. Cuthbertson 
and Miss Draper, Lieutenant and Mrs. Smith, Lieutenant and Mrs. 
Feineman, Lieutenant and Mrs. Miller, Lieutenant and Mrs. Reiber, 
Ensign Holt with Miss Royce, and Gunner and Mrs. Marlin. Each of 
the ladies were presented with a handsrme bouquet of large red roses. 

At the conclusion of the Grand March a photograph was taken, 
and now that the pictures have come, everyone declares that it is the 
clearest, best focussed and best arranged flashlight they have ever seen. 
All are so distinct that each picture should prove a memory-sweetener 
of the Big Harrisburg Party. 

After the Grand March the 588 participants repaired to the dining- 
room, where all were seated at once and a delightful buffet luncheon 

[130] 




>H 



U. S. S. HARRISBURG 

served, consisting of sandwiches, chicken croquettes, ice cream, cakes 
and coffee. At 1.30 dancing was resumed until the soft strains of 
"Home, Sweet Home" reminded us that it was nearing 3 o'clock. 

As they entered each guest had received a large white carnation, 
and as they passed out each was handed a folder containing a large 
picture of the U. S. S. Harrisburg, taken while she was steaming slowly 
into port the previous Wednesday with her human cargo of 3,101. By 
most of us these will be framed and kept always. 

We have heard many enthusiastic comments, such as these: "When 
can we have another ball?" "If you'll have another the next time in, 
you can have my whole month's pay," etc., but Dr. Cuthbertson summed 
it up well when he said, "I have attended nearly a dozen similar Naval 
affairs, but none of them ever moved off so smoothly and happily.' 

To the members of the four committees who served ably and faith- 
fully we owe a thousand thanks, particularly to the Committee on 
Arrangements. They gave up much of their leisure time for more 
than a month, planning ahead and working out the hundred puzzling 
details. Their co-operation and untiring efforts made the ball a glad 
reality. We rejoice that there is an increasing abundance of that spirit 
of unselfish service. 

Yes (ha! ha!), we do other things for amusement besides 
dancing. Our weekly program reserves Sunday for worship; 
church in the morning, Bible Class in the afternoon, and a 
Sacred Song Service and Chaplain's talk in the evening. 

Mondays, Wednesdays and Saturdays are movie nights. 

Tuesday is for boxing, and, believe us, bo', we have some 
exhibitions of the manly art of self-defense, particularly when 
the ship is loaded with her human cargo of troops. 

Thursday is Song Night, with an occasional Chaplain's talk 
sandwiched in. And if you think sailors can't sing, you should 
get a new "Navy Song Book" and find a place on one of the 
Mess Hall benches on a Thursday night, when the band is jaz- 
zing along, with "Bob" leading, and hear the Harrisburg gobs 
raise "Lil' 'Liza Jane." 

Then Friday night, according to the regular program, is 
"Stunt Night," when we "pull off" anything for wholesome fun 
from swat club games and rope spinning to pie-eating contests. 

Often we vary the schedule with a "smoker" or some other 
little affair that we know is appreciated from such overheard 
remarks as, "Gee, this is the best yet — makes a fellow think it's 
his birthday." 

[ 132 ] 



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U. S. S. HARRISBURG 

Minstrel shows from time to time add to the joviality aboard, 
but for the old reliable entertainment we hand the laurels to 
our band of merry music makers, always ready, always willing 
— none better. 

Dancing, singing, playing, looking or listening, the Harris- 
burg sailor is a true sport, appreciative and enthusiastic. We 
are jolly good sailors all. 

Our Ship's Newspaper 

The puffing little tugs chugged us into our berth; the ropes 
were made fast and, before a single eager soldier could put his 
restless feet on the dock, that greedy little army of reporters 
came crowding "double time" up the gang-plank. We don't 
embrace newspaper men, we endure them — but this time it was 
different. 

The first question they asked us was, "Can we have copies of 
your Ship's Paper?" Our reply expressed our curiosity: "How 
did you know we published a paper?" And the answer was 
what won our hearts: "All the best ships are publishing papers; 
we judge a ship's spirit by its paper." 

Now that wasn't an individual compliment for the Harris- 
burg, but it made us feel mighty good. We puffed our chests 
out an extra two inches with true nautical pride and produced 
the copies — with no apologies. The little sheet speaks for itself. 

We weren't ashamed of it then, and we never have been. 
It's our paper, printed in our shop, "for the good of our ship." 
Its editor is our Chaplain; its publishers are our printers, 
Haberman and Wuestefeld; its contributors are "everybody"; 
its readers are "all hands," the soldiers who "sail the seas over" 
with us, and the "folks back home." 

"Sea Life" serves a triple purpose: (1) It is our best 
announcement sheet; (2) it instructs us with its news and edi- 
torials and amuses us with its cartoons and jokes; and (3) it 
is the record of our trips, which goes home regularly, there 
to be read by our dear ones and then filed by loving hands as 
our "Sea Life" diary. 

[133] 



u. 



S. S. HARRISBURG 



The paper, coming every Tuesday and Friday, has unques- 
tionably done more than any other one thing to bind us together 
as a crew and to create that intangible but splendid esprit de 
corps which makes our ship so fearfully famous to our enemies 
and so famously friendly to ourselves. 

We began publishing "Sea Life" when the George Washing- 
ton's "Hatchet" was the only other paper to our knowledge in 
the Cruiser and Transport Force, and we shall continue as long 
as the "Old Harry" is needed by her Uncle Sammy. 

Athletics 

The Navy fosters athletics, but the sea doesn't. Life on the 
briny blue keeps us physically fit, all right; but the rolling 
waves do not train track men nor develop football stars. We 
have the brawn and the brains — in other words, the spirit is 
willing — but we lack the time and the place. And all this is 
even more true in the Transport Service than in the Fleet. 




Boxing 

From the beginning the ever-present "Y" has kept us sup- 
plied with a full complement of boxing gear. Everybody knows 
— some gladly, some sadly — that a sailor is handy with his fore- 

[ 134 ] 



U. S. S. HARRISBURG 

paws; many and memorable have been out fisticuff's and esca- 
pades. On our regular weekly program of entertainments 
Tuesday is Boxing Night. After the Captain of the Hold has 
stretched the ropes, and the Crew's Welfare Committee has 
placed the seats, many a Tuesday night the old Mess Hall has 
resounded with merry cheers as each Division called for its 
favorites or backed its own. A boxing champion is the ship's 
idol. Names like these will remain indelibly in memory's his- 
tory as frequent participants in the "manly art of self-defense": 
O'Donnell, 3 (Ship's Champion); Kuhlman, 2; Landreth, 1; 
Fitzgerald, 4; Donahue, 4; Kohler, 5; Anderson, 5; Clarke, 6; 
Sellars, 7; Pond, 7; Phillips, 7; Placides, 6; Ronolo, 6; Drum- 
mond, 5; Waclawski, 1, and Wildman, 5. 

Other Sports 

While we have lacked a suitable wrestling mat, "Whitey" 
Daniels has amply demonstrated his right to wear the laurels 
as our Champion Wrestler. There are other indoor sports 
possible on ship-board that deserve mention here. For example, 
four punching bags have been completely knocked out. The 
rope net, stretched on the starboard side of the promenade deck 
amidships, have saved many an outward bound medicine ball 
from a watery grave. Soccer has ruined more shoes and shins 
on the Harrisburg than the Germans ever will. The rope quoits 
furnish a rather tame form of exercise; but we have pained 
our sides laughing at the swat club games. We scarcely know 
whether to include this under the caption of athletics, but the 
Harrisburg lays undisputed claim to have harbored in one 
Hauser the pie-eating champion of the Navy. 

Basketball 

In the line of major sports, the Harrisburg enters for basket- 
ball and baseball honors. Athletic Director Davis of Stevens' 
Institute generously gave us the use of the Walker Gymnasium 
floor for basketball practice. The whole Ship's Company was 
invariably pleased with our Five, and the Von Steuben was the 
only ship in the Transport Service that humbled our pride. We 
had the satisfaction once of beating St. Mary's Hospital Port 

[135] 



U. S. S. HARRISBURG 

Champions, who lost only two out of twenty-four games all 
season. Our regulars were Shaw (Captain) and "Red" Both- 
wick, forwards; "Whitey" Daniels and "Doc" Rackleff, guards; 
and Hauser, center. Kuhlman, Dietzman, Nyberg and Tinker 
were ready substitutes. Always when we played in the Hoboken 
High School Gymnasium we finished the evening happily with 
a dance under the chaperonage of Miss Edith Shaw of the War 
Camp Community Service. 

Baseball 

So many lovers of America's great national game have been 
candidates for the Harrisburg Nine that at this writing we 
hesitate to name the regulars, as changes are yet to be made 
in the ship's line-up. However, we are ready at the first oppor- 
tunity to cross bats with any other vessel in the Cruiser and 
Transport Service. We have recognized the ideal of true 
athletics, namely, to get as many men playing as possible. And 
a number of divisional teams have been organized, resulting in 
good-natured rivalry and much fun. We carry twenty-seven 
uniforms, twenty-four gloves, ten bats, etc., besides the other 
regular equipment, and already we have enjoyed five ship's 
games. During one stay in Liverpool the Black Gang trimmed 
the Deck Force to the tune of 16 to 14, and then turned around 
and beat the ambitious officers 12 to 2, while McGovern's Cubs 
took a 16 to 10 game from Morganstern's Huskies. During good 
weather we keep the nets stretched on deck, and the men have 
opportunity to work out across the low after hatch as they 
choose. So, even out on the bosom of the deep, the spirit of 
play is encouraged and it has done much to make ours a happy 
ship. 

Divine Services 

Church on shipboard is often conducted under circumstances 
that are scarcely conducive to a worshipful atmosphere. Fortu- 
nately for us on the Harrisburg, our present Crew's and Troop's 
Mess Hall was the first-class dining-room in the old American 
Liner Philadelphia. Overhead, much of the beautiful glass- 
work and elegant carvings of the old days remain untouched, 

[ 136 ] 



U. S. S. HARRISBURG 

and the high, arching ceiling lends a "churchy" air to a room 
that would otherwise be commonplace indeed. The greasy 
deck, the creaking mess tables, the noisy benches collapsing just 
at the inopportune time, and the notorious rolling of the old ship 
herself, — all these and the other conditions make it often diffi- 
cult for the Chaplain and unpleasant for the men. 

But, despite the handicaps, we rejoice that, whenever we 
will, wherever we are, we may worship the Almighty. And we 
endeavor to forget the material surroundings, remembering that 
"God is a Spirit, and they that worship Him must worship Him in 
spirit and in truth." 

So, every Sabbath morning at sea, the church call is blown, 
and the Chaplain's flag is hoisted, while worshippers sing their 
praises, offer their prayers and listen to the message. At 2 in 
the afternoon the faithful gather in the Army Officers' Ward 
Room for Bible study. And in the evening at 8 the band ren- 
ders an appropriate concert, we have a Sacred Sing and another 
Chaplain's talk. 

In port, the Church Party "shoves off^" at 10, returning at 
1; and in the evening the Chaplain's Church Party goes in a 
body to hear some eminent minister with a promising message. 
The recognition and welcome accorded Harrisburg men on these 
occasions by warm-hearted Christians make us always glad we 
have gone. 

From time to time we have had with the troops such notable 
chaplains as Orin B. Caward, of Chicago, and Francis P. Duffy, 
of New York. For three happy months Cecil H. Lang, Army 
Chaplain, traveled with us and generously served both crew 
and troops. And then "Dad" DeKay, our genial Y. M. C. A. 
Secretary, with thirty years' ministerial experience, has been 
always ready, always willing. Although none of the three Red 
Cross Majors, nor the K. of C. or Jewish Welfare Secretaries 
who have been attached to this ship have participated in public 
worship, they have served acceptably in their spheres and have 
done much to keep up that morale of which we are justly proud. 

[ 137 ] 



u. s. 



s . 



HARRISBURG 



In the old days, during the war, soldiers and sailors alike 
were naturally religious. We have laughed at the colored troops 
going over who "shot crap" while the sea was smooth but who, 
when the old ship began to roll and pitch, immediately held a 
prayer-meeting. We've laughed, and then we've done the same 
thing, only differently. The Chaplain has, in the danger days, 
addressed an audience of 750 earnestly attentive sailors, and 
taught a Bible Class with 400, gobs only, present. And now, 
alas, how soon we go back to "crap shooting" — sometimes there 
are not fifty faces to count! 

But "despite his faults, we love him still," and every sailor, 
no matter how "salty" his exterior, nor how "hard-boiled" he 
would appear, is religious in his heart of hearts. And most 
of them are Christians, though seldom do you find one keen 
about publishing that fact by over-zealous church attendance. 

Francis Lee Albert, 

Lieut, (j.g.). Chaplain Corps, U. S. N. 




HAD Hm ON ]i>oAKl 



[138] 




Lieu 
Lieu 
Lieu 
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Lieu 
Lieu 
Lieu 
Lieu 
Lieu 
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At Signing of Armistice 

Commanding Officer 

Commander Henry A. Candy 

Watch and Division Officers 



Com. R. V. TiLLETT 

Com. William Joyce 
Wilbur W. Feineman 
Valdemar Arntz 
Raymond L. Marshall 
Chester E. Morris 
Charles F. Smith 
John Hynd 
John Turner 

(j.g.) Howbert Van Dyne 
(j.g.) William F. Toomey 
(j.g.) Truxtun H. Parsons 
(j.g.) Stuart G. Garrett 
(j.g.) Alexander Allen 
(j.g.) Willia'm G. Walls 
(j.g.) George R. Pond 
(j.g.) Robert B. Holt 

Ensign D. D. Dewart 

Ensign Robert P. Dodds 

Ensign L. T. Forbes 

Ensign W. D. Ford 

Ensign John Carroll 

Ensign Felix B. Snowden 

Ensign John J. Sharon 

Ensign George W. Dunn 

Ensign Thomas C. McGuire 



Ensign William E. Tracy 
Ensign David L. Dodd 
Ensign Harry C. Quail 
Ensign William C. Squibb 
Gunner Charles A. Marlin 
Gunner Eskil W. Sohlman 
Gunner Walter R. Heyman 
Carpenter Joseph J. Perfetti 
Machinist Charles Divett 
Boatswain Ernest Sargent 

Medical Corps 
Lieut.-Com. Morris B. Miller 
Lieut. John G. Powell 
Lieut. Alvin 0. Sibila 
Lieut. James L. Ballou 
Lieut, (j.g.) Allen Hetler 
Pharmacist James A. Kirkpatrick 

Pay Corps 
Lieut. Phillips Bradley 
Ensign Beach M. Chenoweth 
Ensign Harold V. Farnsworth 
Chief Pay Clerk John A. Locke 
Pay Clerk Laurence Leonard 
Pay Clerk John J. Lane 
Pay Clerk James C. Anderson 



[140] 



U. S. S. HARRISBURG 

Chaplain 
Lieut, (j.g.) Francis L. Albert 

Officers Attached After Armistice 

John M. Reiber, Lieut, (j.g.), U.S.N.R.F., Jr. W.&D. Officer. 
Roy Cuthbertson, Lieut.-Com. (M.C.), U.S.N., Medical Officer. 
J. L. Ballou, Lieut. (M.C.), U.S.N., Asst. Medical Officer. 
Edward M. Lundegaard, Lieut. (M.C.), U.S.N., Asst. Med. Officer. 
Edwin W. Buckingham, Lieut, (j.g.) (M.C.), N.R.F., Asst. Medi- 
cal Officer. 
Abram C. Joseph, Ensign Pay Cor., N.R.F., Asst. Supply Officer. 
William W. McKellar, Pay Clerk, U.S.N., Asst. Supply Officer. 
Donald Lewis, Pay Clerk, U.S.N.R.F., Asst. Supply Officer. 
R. J. Bennett, C.B.M. (Cadet), N.R.F., Training. 
A. P. Dorgan, C.B.M. (Cadet), N.R.F., Training. 
W. S. Merrill, Lieut., U.S.A., Adj. Personnel Officer. 
Charles Noggle, K. of C, Welfare Worker. 
C. DeKay, Y.M.C.A., Welfare Worker. 
Cecil Lang, U.S.A., Chaplain. 

Former Ship's Officers, Noiv Detached 

WiLBURN E. Saye, Lieut. (M.C.), U.S.N., Asst. Medical Officer. 
George R. Pond, Lieut, (j.g.), N.R.F., Sig. & Comm. Officer. 
Kenneth J. Blundon, Ensign Pay Cor., N.R.F., Asst. to Sup. 

Officer. 
T. C. McGuiRE, Ensign, N.R.F., Training Complement. 
A. M. Mitchell, Lieut. (M.C.), U.S.N., Asst. Medical Officer. 
William G. Harrington, Lieut, (j.g.), N.R.F., Training Comple. 
Henry C. Hersey, Lieut, (j.g.), N.R.F., Training Comple. 
Alfred V. Kidd, Lieut, (j.g.), N.R.F., Training Comple. 
Stuart G. Garrett, Lieut, (j.g.), N.R.F., Communication. 
Patrick J. Guiney, Ensign, N.R.F., Training Comple. 
Edward H. Hammond, Ensign, N.R.F., Training Comple. 
Henry W. Tucker, Ensign, N.R.F., Training Comple. 
- Warren Graeff, Lieut, (j.g.), U.S.N., Sr. Asst. Eng. Officer. 
Harry E. Mayfield, Ensign, N.R.F., J.O.W.&D. 
R. A. Cross, Ensign, N.R.F., Fire Control. 
Frank Melsom, Gunner (T.), U.S.N., Elec. Gunner. 
Erwin S. Beecher, Lieut., N.R.F., Navigator. 
Francis L. Sperry, Ensign, N.R.F., J.O.W.&D. 
Walter J. Flower, Ensign, N.R.F., Communication. 
Herbert A. Lichtenstein, Ensign, N.R.F., J.O.W.&D. 
Carl H. Carlson, Ensign, N.R.F., Asst. 1st Lieut. 
Harold M. Levy, Ensign, N.R.F., J.O.W.&D. 

[141] 



U. S. S. HARRISBURG 

George P. McDonald, Ensign, N.R.F., J.O.W.&D. 
Robert D. Longyear, Ensign, N.R.F., J.O.W.&D. 
R. C. Lewis, Ensign, N.R.F., J.O.W.&D. 
R. F. McNally, Ensign, N.R.F., J.O.W.&D. 
Philip S. McGann, Dental Surg., U.S.N., Dental Officer. 
Wallace Bertholf, Commndr., U.S.N. , Captain. 
William W. Turner, Lt. Commndr., U.S.N., Executive. 
John A. Whiteside, Lieut, (j.g.), N.R.F., W.&D. Officer. 
Charles E. Ryder, Med. Insp., U.S.N. , Medical Officer. 
Oscar Eng, Boatswain, U.S.N. (T.), Boatswain. 

Chiefs 

November, 1918. 

Joseph Schneider, Chief Boatswain's Mate. 
William Barker, Chief Boatswain's Mate. 
William Douglass, Chief Boatswain's Mate. 
Axel G. Johnson, Chief Boatswain's Mate. 
Alfred Ludwig, Chief Boatswain's Mate. 
Frank S. Moore, Chief Gunner's Mate. 
Thomas J. Flannery, Chief Quartermaster. 
Artemus W. Philleo, Chief Quartermaster. 
Oscar L. Guthrie, Chief Electrician (G.). 
Paul N. Hickman, Chief Electrician (R.). 
Harry C. Ensor, Chief Carpenter's Mate. 
Joseph L. Temple, Chief Carpenter's Mate. 
Otto W. Dettmar, Chief Machinist's Mate. 
Edmund P. Reardon, Chief Machinist's Mate. 
John Logan, Chief Water Tender. 
Louis J. Lubawski, Chief Water Tender. 
Thomas F. McGovern, Chief Water Tender. 
George J. Morganstern, Chief Water Tender. 
James Nolan, Chief Water Tender. 
Walenty Pelz, Chief Water Tender. 
John Shaw, Chief Water Tender. 
Alfred McNally, Chief Yeoman. 
Joseph E. Moore, Chief Yeoman. 
Earl W. Nelson, Chief Yeoman. 
Charles W. Richardson, Chief Yeoman. 
Paul S. Riker, Chief Yeoman. 
Paul Schwartz, Chief Yeoman. 
William A. Stenstrum, Chief Yeoman. 
Leslie L. Sutherland, Chief Yeoman. 
Joseph Troy, Chief Yeoman. 
Donald E. Turner, Chief Yeoman. 
Joseph E. Yarnall, Chief Yeoman. 

[ 142 ] 




Carpenters and Plumbers 




Supply Division 



[143] 



u. s. 



s. 



H A 



S B U R G 



R. A. GiBLER, Band Master. 
Edwin B. Ambrose, Chief Commissary Steward. 
Ramson p. Doak, Chief Commissary Steward. 
Bernard S. Hobdell, Commissary Steward. 
Harold J. Dimon, Commissary Steward. 
Benjamin T. Wells, Commissary Steward. 
David M. Wormley, Commissary Steward. 




C. p. (J".s. 



Ship's Band 

Robert A. Gibler Bandmaster 

A, W. Philleo Assistant Conductor 

Robert J. P. Maloney Solo Cornet 

Harry J. Rydahl Assistant Solo Cornet 

George W. Garbe Second Cornet 

Laurence E. Hemminger Third Cornet 

Carl E. Ackerman Piccolo 

Edward 0. Baumgarten Solo Clarinet 

Elmer W. Wrage Assistant Solo Clarinet 

Everett T. Beigh Second Clarinet. 

Roy V. PiSTORious Third Clarinet 

Carl M. Matthieson E (flat) Alto Saxophone 

J. Warren Alexander Tenor Saxophone 

Orville N. Hartwell First E (flat) Horn 

AiKO Davids Second E (flat) Horn 

Carlton W. Crawford Third E (flat) Horn 

Carl A. Gray Baritone 

George Ellis First Trombone 

George W. Lonngren Second Trombone 

Glenn 0. Sawin E (flat) Bass 

Forrest J. Woodman BB (flat) Bass 

Elmer E. Stein Drains and Traps 

Verne C. Miller Bass Drum and Percussionist 

[144] 




The following named men are now serving on board this ship: 



Barker, William CBM. 

Douglass, William H CBM. 

Johnson, Axel G CBM. 

Ryan, Albert L CBM. 

Schneider, Joseph CBM. 

Wingate, William J CBM. 

Welch, John M BMlc. 

Wuotila, George W BMlc. 

Armstrong, William T BM2c. 

Brown, Charles L BM2c. 

Disher, Arthur T BM2c. 

James, Walter A BM2c. 

Hunt, William H BM2c. 

King, Ernest E BM2c. 

Olson, Par W BM2c. 

Appleton, Edmund E Cox. 

Carter, Charles W Cox. 

Cochran, Bryce Cox. 

Jaeger, Carl T Cox. 

Keating, Earl M Cox. 

Landerth, Clyde H Cox. 

McGinnis, John Cox. 

Monnink, Joe Cox. 

Moss, John F Cox. 

Troisi, Joseph Cox. 

Yule, Alexander Cox. 

Pomes, George P GMlc. 

Dolan, Earl G CQM. 

Flannery, Thomas J CQM. 

Rubelli, Rudolph QMlc. 

Gunby, Matthew QM2c. Sig. 

Bell, Orion B QM3c. Sig. 

Price, Edgar V QM3c. 

Beth, Alvin E Sea Siglc. 

Butler, Thomas Sea Siglc. 

Leach, Charles Sea Siglc. 

Alkievicz, Joseph Sea 

Barney, Raymond M Sea 

Bishop, Harry B Sea. 



Brayerton, William B Sea. 

Brierly, Ernest E Sea. 

Brookhuis, Jake Sea. 

Burger, Herman Sea. 

Burns, William F Sea. 

Cahill, Richard J Sea. 

Caldwell, Paul W Sea. 

Carty, Thomas F Sea. 

Chimera, Charles S Sea. 

Cilik, Frank M Sea. 

Clark, John C Sea. 

Colclazier, Walter Sea. 

Corcoran, Thomas P Sea. 

Curry, Donald F Sea. 

Dahl, Charles H Sea. 

Daly, Thomas J Sea. 

Darner, Harold L Sea. 

Dennison, Harry E Sea. 

Desjardins, Felix F Sea. 

Dillman, Noe E Sea. 

Elias, Charles T Sea. 

Farrell, John F Sea. 

Fitzgibbons, Joseph T Sea. 

Gates, Earl H Sea. 

Gibbons, Frank A Sea. 

Gresenz, Reinhardt Sea. 

Haley, Clarence D Sea. 

Hart, Fred D Sea. 

Higgins, Leo E Sea. 

Jerde, Ernest A Sea. 

Johnson, Harold E Sea. 

Karch, Richard J Sea. 

Keane, William T Sea. 

Keys, William M Sea. 

Kirk, Charles W Sea. 

Kruczkowski, John Sea. 

Langdon, Thomas J Sea. 

Litman, Harry L Sea. 

Louis, Herbert J Sea. 



[146] 



u. 



s. s. 



ARRISBURG 



Lundgren, William Sea. 

McDonald, John F Sea. 

Martin, Samuel B Sea. 

Martin, William Sea. 

Meyn, Frederick W Sea. 

Moody, Claude G Sea. 

Nyberg, Claude A Sea. 

O'Donnell, Peter D Sea. 

Olson, George A Sea. 

Pearson, Edward H Sea. 

Peterson, Ralph Sea. 

Prouty, Herbert J Sea. 

Richardson, Verna J Sea. 

Roberts, Joseph W Sea. 

Saunders, Axel H Sea. 

Schaef er, John G Sea. 

Shaw, Jerold Sea. 

Thomas, Earl S Sea. 

Smith, Robert J Sea. 

Tiddes, John Sea. 

Tuohey, Clarence L Sea. 

Tuttle, Oliver A Sea. 

Vicchio, Joseph A Sea. 

Waclawski, Eugene Sea. 

Warner, Charles S Sea. 

Weidmann, William Sea. 

White, Lawrence Sea. 

Williamson, Joseph W Sea. 

Wood, Chester L Sea. 

Woysak, Roman V Sea. 

Wylie, Chester B Sea. 

Young, Andrew Sea. 

Abare, Austin II Sea2c. 

Bullard, Harley T Sea2c. 

Burton, Jessie L Sea2c. 

Cahill, William H Sea2c. 

Cameron, Ronald F Sea2c. 

Carey, Jessie G Sea2c. 

Carlson, Hilding Sea2c. 

Carlson, George A Sea2c. 

Carlson, Oscar B Sea2c. 

Carroll, George T Sea2c. 

Cedartree, Joshua Sea2c. 

Christensen, Carl M Sea2c. 

Donahue, John J Sea2c. 

Fitzgerald, James E Sea2c. 

Frank, Raymond F S3a2c. 

Gilpin, David Sea2c. 

Harmor, William J Sea2c. 

Heller, Philip Sea2c. 

Holle, August E Sea2c. 

Keating, William J .Sea2c. 

King, Lewis R Sea2c. 

Knowlton, Gilbert A Sea2c. 

Kuhlmann, Charles Sea2c. 

Kull, Carl H Sea2c. 

LaPlante, Philip Sea2c. 



Lawton, Harold E Sea2c. 

Lindsey, Ellis M Sea2c. 

Mathiesen, Peter Sea2c. 

Miles, Thomas V Sea2c. 

Myers, Ralph W Sea2c. 

Norton, Henry V Sea2c. 

Palmer, William Sea2c. 

Peisel, Louis Sea2c 

Shepherd, Loran V Sea2c 

Starnes, Dock Sea2c. 

Thompson, Robert W Sea2c, 

Tuker, Fitzhugh L Sea2c. 

Vaughn, Patrick J Sea2c. 

Westmoreland, Thomas L Sea2c. 

Wood, Milo D Sea2c. 

Zapp, Michael Sea2c. 

Guthrie, Oscar L CE (g) 

Kasten, Frederick B Elc (g ,' . 

Kennedy, William. V Elc(g). 

Snow, Wilson B Elc(g} 

Williams, George E Elc(g). 

Reiling, George F CE(r). 

Trevey, Clyde B Elc(r). 

Welch, John F Elc(r). 

Dodds, Wylie B E3c(r). 

Moore, Wiley R CCM. 

Balletta, Joseph CMlc. 

Robert, George E CM2c. 

Henneke, Henry A CM3c. 

Carlozzi, Nicholas Swght. 

Herbert, Sidney Swght. 

Lund, William H Swght. 

Getman, Ray SFlc 

Wohlemuth, Isidor W SF2c. 

Fallon, James S P&F. 

Diskstein, Isador P&F. Lds for 

Campbell, Paul F SMM. 

Smith, Edward M CSK 

Knosher, Charles J SKlc 

Sullivan, Francis E SKlc. 

Weber, Philip H SKlc. 

Duren, Charles E SK2c. 

Osborne, Alyis T SK2c. 

Haberman, Benjamin Prtrlc. 

Wuestefeld, Henry A Prtr2c. 

Tomorowitz, Ernest Ptrlc. 

Joscelyn, Guy Ptr3c 

Clickner, William H CMM. 

Dettmar, Otto W CMM. 

Manow, Edward J CMM. 

Reardon, Edmund P CMM. 

Ballard, Ray MMlc. 

Campbell, John J MMlc. 

Chambers, Thomas C MMlc. 

Hutchins, Howard P MMlc. 

Koller, Charles J MMlc. 

Little, Stanhope S MMlc. 



[147] 



u. s. 



s . 



ARRISBURG 



Wilson, William A MMlc. 

Allan, John M MM2c 

Anderson, James MM2c. 

Bessey, George H MM2c. 

Brinkman, Louis H MM2c. 

Drummond, Samuel H MM2c. 

Evans, Rufus T MM2c. 

Hearn, Bernard A MM2c. 

Knapp, Clifford M MM2C. 

Lacoste, Rufus C MM2c. 

Milton, John MM2c. 

Mohyde, William C ■.MM2c. 

Pauly, Anthony J MM2c. 

Stepanek, Karl J MM2c. 

Webster, Richard G MM2c. 

Anderson, Samuel A Englc. 

Cwiklinski, Walter C Englc. 

Bramlett, Palmer Englc. 

Frazier, Henry Englc. 

Lima, Lewis Englc. 

Phillips, Joel P Englc. 

Rhodes, Emmet S Englc. 

Schultz, Harold B Englc. 

Smith, Elmer Englc. 

Strenzel, William Englc. 

Swett, Carl C Englc. 

Williams, Walter W Englc. 

Beals, Harry M Eng2c. 

Brock, Robert R Eng2c. 

Brown, Thomas J Eng2c. 

Dodge, Harry P Eng2c. 

Dry, Joseph A Eng2c. 

Egeter, George Eng2c. 

Finn, Henry F Eng2c. 

Ford, Carl B Eng2c. 

Frost, William J Eng2c. 

Golczynski, Michael A Eng2c. 

Gray, John G Eng2c. 

Kranz, Joseph F Eng2c. 

Sampson, John W Eng2c. 

Taylor, Charles W Eng2c. 

Woolard, Emmett B Eng2c. 

Zuercher. Andrew En2;2c. 

Boner, William E CWT. 

Conroy, Richard B CWT. 

Logan, John CWT. 

McGovern, Thomas F CWT. 

Morganstern, George J CWT. 

Pelz, Walenty CWT. 

Campbell, Gordon WT. 

Cole, Stanley H WT. 

Cox, Willie E WT. 

Evans, Arthur H WT. 

Harris, Remi J WT. 

Hitchcock, Wilber WT. 

Kinsky, Henry A WT. 

McCanless, Albert E WT. 



Robinson, Wallace J WT. 

Rosenblath, Fred L WT. 

Wilson, Arthur D WT. 

Simendinger, Fred Bmker. 

Nafus, Merritt C Csmthlc. 

Schuster, Charles Oiler 

Backus, Robert M Flc. 

Baer, Joseph Flc. 

Bahrenfuse, Walter J Flc. 

Benson, Alfred Flc. 

Bresien, Bernhardt T. Flc. 

Burke, William K Flc. 

Cappalute, J. F Flc. 

Carson, John A Flc. 

Case, James H Flc. 

Cofer, Byron J Flc. 

Desnoyers, Jules M Flc. 

Dippel, Frank J Flc. 

Dobschultz, William Flc. 

Edwards, Marion F Flc. 

Fitzsimmons, Edward D Flc. 

Frederick, Albert E Flc. 

Frost, Clark B Flc. 

Gibney, Thomas J Flc. 

Holland, Edward J Flc. 

Hunt, C. A Flc. 

Hunt, Aubrey Flc. 

Jeffery, Albert A Flc. 

Jodoin, Philias M Flc. 

Johnson. Clifford E Flc. 

Joyce, Thomas J Flc. 

Keeley, Thomas Flc. 

Keller, Joseph S Flc. 

Kennedy, Paul Flc. 

Kirkpatrick, R. A Flc. 

Larkin, Frank Flc. 

Lawson, David G Flc. 

Lichtenfels, John A Flc. 

Livengood, A. C Flc. 

Lundien, Elmer D Flc. 

McFarland, John H Flc. 

Mallison, Marion B Flc. 

Mast, G. J Flc. 

Miller, Adam P Flc. 

Magruder, Howell J Flc. 

Peltz, Howard R Flc. 

Pfitzinger, Frank Flc. 

Pongratz, Florian H Flc. 

Potwin, Glenn P Flc. 

Pratt, Nelson E Flc. 

Rainey, Richard Flc. 

Rankine, Thomas Flc. 

Recchione, Louis Flc. 

Reed, B. L Flc. 

Reid, Henry N Flc. 

Robertson, David E Flc. 

Rosenthal, Lawrence H Flc. 



[148] 



u. s. 



s. 



HARRISBURG 



Roten, Robert M Flc. 

Roza, Arthur G Flc. 

Ryan, Frank W Flc. 

Sampson, Edward J Flc. 

Sjostrom, Alfred Flc. 

Smith, Forest R Flc. 

Smith, Otto C Flc. 

Spor, Jay W Flc. 

Sporer, David Flc. 

Squires, Harry M Flc. 

Stansberry, Samuel E Flc. 

Stewart, Robert J Flc. 

Stout, Don Flc. 

Sundlie, Sivert E Flc. 

Tarp, Arthur Flc. 

Theriot, Necess A Flc. 

Thompson, Gervase S Flc. 

Tinker, Fay A Flc. 

Verville, Louis Flc. 

Wert, Charles J Flc. 

Westgate, Wallace A Flc. 

Wettleson, Otis Flc. 

Whalen, Luke Flc. 

Woods, Vernia D Flc. 

Wheeler, George C Flc. 

White, Melvin E Flc. 

Willard, Walter L Flc. 

Wingate, Thomas N Flc. 

Winkler, John J Flc. 

Wisler, Melvin Flc. 

Adkins, Lihue F2c. 

Angus, Charles H F2c. 

Roland, John J F2c. 

Royle, Edward F2c. 

Brieger, Nolan N F2c. 

Buckey, Charles G F2c. 

Christopher, Alfred H F2c. 

Chappell, Charlie H F2c. 

Costello, Thomas W F2c. 

Daniel, Samuel F2c. 

Fitts, Ira J F2c. 

Freshley, Frederick M F2c. 

Geisler, Walter C F2c. 

George, James F2c. 

Hart, Bernie D F2c. 

Hill, Leander E F2c. 

Hurley, Eugene T F2c. 

Johnson, George C F2c. 

Lippard, Hoyt M F2c. 

Logan, Edward J F2c. 

Longley, Theodore F2c. 

McCall, Clarence J F2c. 

McFee, Esley L F2c. 

Manly, Leirry L F2c. 

Pambianco, Guida F2c. 

Perkins, Earnest E F2c. 

Plotka, John F F2c. 



Plummer, Charles F2c. 

Pritchard, Joseph G F2c. 

Rusiecki, Valerius F2c. 

Sadler, Hobart F2c. 

Shride, Lloyd M F2c. 

Soldwisch, Ernest A F2c. 

Spencer, Paul F F2c. 

Stewart, Lee F2c. 

Stuart, John E F2c. 

Thompson, Vernon F2c. 

Vetter, Emil E F2c. 

Waters, James R F2c. 

Watson, Lester F2c. 

Webb, Clyde L F2c. 

Weiland, Edward F2c. 

Wentworth, Russell J F2c. 

Whidden, Jay C F2c. 

Wildman, Vernon S F2c. 

Allen, Frank F3c. 

Baker, James A F3c. 

Berry, Joe F3c. 

Borst, Edward F3c. 

Fiorenze, Joseph F3c. 

Hollys, William H F3c. 

King, Clarence W F3c. 

Loepp, Herman F3c. 

Mitchell, Louis F3c. 

Moon, Clarence G F3c. 

Pearl, Robert F3c. 

Peterson, Waefud A F3c. 

Pierce, Clifford E F3c. 

Priestley, Walter R F3c. 

Reynolds, Dewey F3c. 

Reynolds, Henry A F3c. 

Towns, Egar L F3c. 

Ward, John E F3c. 

Watkins, Roy E F3c. 

Wogenson, Leonard F3c. 

Cassaday, Louis Vail CY. 

McNally, Alfred CY. 

Moore, Joseph E CY. 

Nelson, Earl W CY. 

Richardson, Charles W CY. 

Schwartz, P CY. 

Turner, Donald E CY. 

L"Hernault, Emile V Ylc. 

Matsch, Leo G Ylc. 

Hallgren, Oscar Y2c. 

Hoff, Frederick L Y2c. 

Wall, Frederick J Y2c. 

Wenner, Joseph J Y2c. 

Gimilan, William G Y3c. 

Goodwin, Ross W Y3c. 

Ryan, Milo J Y3c. 

Thomas, Donald W Y3c. 

Joerger, John W CPhM. 

Kistler, William D CPhM. 



[149] 



u. s. 



s. 



HARRISBURG 



Baldridge, James G PhMlc. 

Dixon, Leon M PhMlc. 

Nolen, Everett E PhMlc. 

Cooley, Harold L PhM2c. 

McAviney, John N PhM2c. 

Peccolo, John F PhM2c. 

Rackliff, Melvin M PhM2c. 

Sallwasser, Emmett M PhM2c. 

Sellars, Rod PhM2c. 

Ward, Harry A PhM2c. 

Wilcox, Paul H PhM2c. 

Howard, George W PhM3c. 

Phillips, Willie C PhM3c. 

Pond, Ford W PhM3c. 

Robinson, Robert L PhM3c. 

Seraff, William PhM3c. 

Stevens, William W PhM3c. 

Wright, William R PhM3c. 

Taylor, Herman HA2c. 

Fischman, William L Bug. 

Gibler, R. A Bmstr. 

Ackerman, C. E Muscle. 

Alexander, J. W Muscle. 

Beigh, Everette T Muscle. 

Crawford, C. W Muscle. 

Davids, Aiko Muscle. 

Garbe, Gustiv Muscle. 

Gray, Carl A Muscle. 

Hemminger, L. E Muscle. 

Lonngren, G. W Muscle. 

Maloney, R. J Muscle. 

Matthiesen, C. H Muscle. 

Miller, V. C Muscle. 

Pistorius, R. V Muscle. 

Rydahl, H. J Muscle. 

Sawin, G. Muscle. 

Stein, E. E Muscle. 

Woodman, F. J Muscle. 

Wrage, E. W Muscle. 

Garver, Floyd Musc2c. 

Ambrose, Edwin B CCStd. 

Hobdell, Bernard S CCStd. 

Boli, Herman E SClc. 

Cameron, Charles L SClc. 

Fitzgerald, Maurea T SClc. 

Grennan, Joseph T SClc. 

Middleton, Horace S SClc. 

Pantley, Ralph B SClc. 

VanPelt, William H SClc. 

Bryan, Archie H SC2c. 

Cavanaugh, Luke SC2c. 

Hale, Frank D SC2c. 

Leach, Lloyd SC2c. 

LeClair, Anthony W SC2c. 

Yoeck, Oscar S SC2c. 

Bane, Joseph H SC3c. 



Goldstein, Charles SC3c. 

Kelaher, William L SC3c. 

Lang, James P SC3c. 

Mahoney, Garrett E SC3c. 

Massey, Ernest D SC3c. 

Whelan, Patrick J SC3c. 

Walker, Lewis Sc, Lds for 

Clark, Harold J Bkrlc. 

Davis, John Bkrlc. 

Eckett, James M Bkrlc. 

Evans, Horace E Bkrlc. 

Paulus, George P Bkrlc. 

Capitan, Victor E Bkr2c. 

Clements, Earl F Bkr2c. 

Henkin, Max Bkr2e. 

Donnelly, Frank CabStd. 

Ferguson, Harry S CabCk. 

Bogiages, Christos C WRStd. 

Hyka, William L WRStd. 

Edwards, Jingers M WRCk. 

Nichols, George E WRCk. 

Smith, Henry WOCk. 

Harrison, J. H WOCk. 

McDowell, Walton WOCk. 

Benford, James MAttlc. 

Benito, Eugenio M MAttlc. 

Gaskin, Argul G MAttlc. 

Gross, H. F MAttlc. 

Halcrow, John MAttlc. 

Hall, J. A MAttlc. 

Jackson, Emmett MAttlc. 

Kjar, Axel MAttlc. 

Olsen, Thorstein E MAttlc. 

Powell, James MAttlc. 

Sellers, Ernest T MAttlc. 

Reese, Neiphus MAtt2c. 

Spampinato, Christie MAtt2c 

Communiello, Carmine MAtt3c. 

Cormier, Harvey J MAtt3c. 

Delia Valle, James MAtt3c. 

Duino, Joseph MAtt3c. 

Goldberg, William W MAttSc. 

Hael, Albert G MAtt3c. 

Hall, R. L MAtt3c. 

Hannigan, A. J MAtt3c. 

Jacobson, Jack MAtt3c. 

Kelly, John H MAtt3c. 

Liquigan, Anachlito MAtt3c. 

Manning, Andru MAtt3c. 

Milligan, Reaver D MAtt3c. 

Miranda, Florincio MAtt3c. 

Plasides, Sebastian MAtt3c. 

Ronolo, Hinoro MAtt3c. 

Sylvester, Willard MAtt3c. 

Villarial, Sergio MAtt3c. 



[151] 



u. s. 



s. 



HARRISBURG 



The following named men have seen service on this ship during the war, but 
have been transferred, discharged and released from active duty. 



Ferguson, Samuel A .CBM. 

Higgins, Thomas CBM. 

Ludwig, Alfred CBM. 

Peltz, Leo James CBM. 

Vanek, William CBM. 

Cornell, George E BMlc. 

Gale, Leland D BMlc. 

Gamwell, Stanley P BMlc. 

Hoyle, Charles M BMlc. 

Thornton, George BMlc. 

Yarborough, Ernest BMlc. 

Akalaitis, George J BM2c. 

Auth, Joseph F BM2c. 

Barr, Samuel B BM2c. 

Graef, Walter B BM2c. 

Hart, Ernest W BM2c. 

Hooper, Earl W BM2c. 

Mack, Hugh BM2c. 

MacQuarrie, Angus A BM2c. 

Pedro, William J BM2c. 

Rown, Harry C BM2c. 

Schramm, Leo BM2c. 

Bunnell, George Cox. 

Coen, Joseph F Cox. 

Ferree, Oscar W Cox. 

Fredette, Omer F Cox. 

Friedly, Earl R Cox. 

Gillespie, Willie K Cox. 

Harrington, Frank J Cox. 

Hazzard, Norman K Cox. 

Jones, Carl W Cox. 

Kirley, Patrick F Cox. 

Kruse, James W Cox. 

Leary, Robert E Cox. 

Luth, Henry J Cox. 

McGoldrick, Dennis B Cox. 

Mattox, Alle B Cox. 

Morris, Joseph Cox. 

Paulding, Russell I Cox. 

Peterson, Edwin Cox. 

Pointer, Burt P Cox. 

Rafferty, William F Cox. 

Reiley, John K Cox. 

Moore, Frank S CGM. 

Pio, Charles F CGM. 

Freaman, William J CGM. 

Myers, William E GMlc. 

Cavanaugh, Matthew I GM2c. 

Etienne, Charles GM2c. 

Lassiter, Lacy E GM3c. 

Foster, Gilbert W GM3c. 

Fuller, Charles J GM3c. 

Frederick, Claude F CQM. 

Philleo, Artemus W CQM. 



Richelson, Frank R CQM. 

Dolan, Earl G QMlc. 

Spears, John J QMlc. 

deBrower, Kenneth N QM2c. 

Lotter, Charles A QM2c. 

Pollock, Robert A QM2c. 

Bunch, Eli QM3c. 

Keefe, Waldo D QM3c. 

Milestead, Everett QM3c. 

Ulrich, George QM3c. 

Vaught, Milton B QM3c. 

Walters, Arthur L QM3c. 

Williams, Ralph T QM3c. 

Day, David A SeaSiglc. 

Elwyn, Leo SeaSiglc. 

Francis, Henry H SeaSiglc. 

Kenney, John J SeaSiglc. 

Moran, John P SeaSiglc. 

Adams, John C Sea. 

Barnes, Charles P Sea. 

Baity, William M Sea. 

Bush, Harry J Sea. 

Butter, William Sea. 

Campbell, Harry J Sea. 

Carlson, Clarey T Sea. 

Charles, Herbert G Sea. 

Christie, William E Sea. 

Cichy, Lawrence Sea. 

Coats, Franklin H Sea. 

Courtney, Thomas L Sea. 

Cole, James K Sea. 

Covell, Ellsworth L Sea. 

Denbo, Harold Sea. 

Dietzman, William P Sea. 

Doring, Paul F Sea. 

Duerr, Henry A Sea. 

Evans, Evan B Sea. 

Evans, Willard J Sea. 

Flynn, John P Sea. 

Forker, George W Sea. 

Frajko, Michael Sea. 

Gauthe, Van Jean M Sea. 

Graves, Edward R Sea. 

Greer, Lilburn Sea. 

Grzann, Arthur C Sea. 

Hancox, Percy A Sea. 

Harmer, Frederick J Sea. 

Hennessy, John L Sea. 

Hewitt, Leroy F Sea. 

Highley, Charles Sea. 

Hynes, Herbert H Sea. 

Jayne, Lewis R Sea. 

Ingram, Charles I Sea. 

lobe. Otto Sea. 



[152] 



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Kappel, Scofield Sea. 

Keller, Lawrence P Sea. 

Kenney, John J Sea. 

Larson, Elmer T Sea. 

Lowe, Jacob B Sea. 

McCarthy, Chester W Sea. 

McCloskey, James F Sea. 

McPhee, Harry A Sea. 

Means, William Sea. 

Monasmith, Ralph T Sea. 

Moore, L. B Sea. 

Morse, Albert Sea. 

Pike, William E. . .^ Sea. 

Puchta, Lawrence G Sea. 

Putt, Douglas A Sea. 

Queripee, Herbert Sea. 

Rossiter, William M Sea. 

Silver, James R Sea. 

Squire, Cleo A Sea. 

Swan, Samuel B. ... - Sea. 

Szumachowski, John J Sea. 

Taylor, John A Sea. 

Thompson, Herbert D Sea. 

Whitney, George W Sea. 

Young, Howard H Sea. 

Young, Marston D Sea. 

Anderson, James W Sea2c. 

Atkin, Harry Sea2c. 

Beckwith, John H Sea2c. 

Brooks, Morris Sea2c. 

Boorom, Gilbert L Sea2c. 

Campbell, Ray E Sea2c. 

Cavanaugh, Maurice F Sea2c. 

Collins, William F Sea2c. 

Conlon, Eugene P Sea2c. 

Coon, George A Sea2c. 

Cooney, Thomas C Sea2c. 

Donnelly, Francis P Sea2c. 

Duerst, Elmer A Sea2c. 

Erickson, Carl L Sea2c. 

Farley, Walter Sea2c. 

Finnerty, Edmund V Sea2c. 

Finerty, Lawrence E Sea2c. 

Frederico, John J Sea2c. 

Gallei, Theodore Sea2c. 

Griffin, John C Sea2c. 

Harra, Frank J Sea2c. 

Insley, Roy F Sea2c. 

Harden, . Paul W Sea2c. 

Hauser, Percy J Sea2c. 

Herkner, Walter F Sea2c. 

Himmelreich, Edward L Sea2c. 

Holtzapple, Robert A Sea2c. 

Houlihan, Bartley J Sea2c. 

Johnson, Johl Sea2c. 

Jones, Ira E Sea2c. 

Kane, John J Sea2c. 



Karr, Overtora O Sea2c. 

Kuhn, Charles Sea2c. 

Levine, Max G Sea2c. 

Moore, Sidney H Sea2c. 

McAleer, Frank E Sea2c. 

Mueller, Albert H Sea2c. 

Muenzmaier, Carl A Sea2c. 

Morris, Ned A Sea2c. 

Munn, Robt. O Sea2c. 

Ott, Charles F Sea2c. 

Petrillo, John Sea2c. 

Robbins, John A Sea2c. 

Rolleston, Thomas F Sea2c. 

Rosenstein, Benjamin W Sea2c. 

Rothstein, Isaac Sea2c. 

Schneider, Edward F Sea2c. 

Schwarzenbath, Fred Sea2c. 

Sheffer, LeRoy J Sea2c. 

Skooboe, William J Sea2c. 

Tompkins, Homer S Sea2c. 

Turbino, Reno Sea2c. 

Watts, Henry L Sea2c. 

Westmoreland, Thomas L Sea2c. 

Wischoever, Victor C Sea2c. 

Cowdrey, Archie A AS. 

Melson, Frank CE. 

Garner, Robert D Elc. 

Lush, Albert F Elc. 

Stuart, Thomas Elc. 

Winter, Henry J Elc. 

Blackmore, Ludwig E2c. 

Brennan, William J E2c. 

Gilbride, Bernard I E2c. 

Johnston, Edward F E2c. 

MacMorris, Peter E2c. 

Olson, Arthur J E2c. 

Ormiston, John A E2c. 

Cunningham, Martin J E3c. 

Gilbert, Paul E E3c. 

Nunley, Arthur W E3c. 

Cunningham, Thomas E CE. 

Dederick, Leo D CE. 

Hickman, Paul N ....CE. 

Chase, Irvie E Elc. 

Templeton, Everett M Elc. 

Hall, Hiram S E2c. 

Hiles, Charles E E3c. 

Shea, James B E3c. 

Weston, Morgan S E3c. 

Ensor, Harry C CCM. 

Jackson, Reuben CCM. 

Temple, Joseph L CCM. 

Sutor, Fridolin J CMlc. 

Allen, Herbert W CM2c. 

Niles, Seth B CM3c. 

Conway, James J CM3c. 

Thrasher, Frank B CM3c. 



[153] 



u. 



s. s. 



ARRIS 



U R G 



Noel, George H SFlc. 

Hayes, James J SF2c. 

Smith, Donald P Sw'ght. 

Miller, Harold Swght. 

Himhele, John J P&F. 

Campbell, James A Ptrlc. 

Coger, Marcel S Prtrlc. 

Fuller, William D Prlr2c. 

Sullivan, Timothy E. SKlc. 

Edwards, James M SK2c. 

Troy, William J. SK2c. 

Collins, Timothy SK3c. 

Davis, Leslie E SK3c. 

Mooney, Francis I SK3c. 

Stotler, Montie T CMM. 

Borthwick, Alonzo J MMlc. 

Bryner, James H MMlc. 

Edwards, George MMlc. 

Greene, Francis H MMlc. 

Hargraves, Horace P MMlc. 

McBain, Leroy E MMlc. 

McGowan, Thomas J MMlc. 

Pierce, Joseph MMlc. 

Wood, Abram R MMlc. 

Elliott, Fred C MM2c. 

Julyan, Ralph MM2c. 

Oliver, Grant G MM2c. 

Sargent, Daniel D MM2c. 

Wallis, Leland M MM2c. 

Ward, George MM2c. 

Welch, Robert MM2c. 

Cross, John Englc. 

Heinemann, Otto L Englc. 

Holmes, Edwin F Englc. 

McCauley, William J Englc. 

O'Connor, Charles B Englc. 

Weldorm, Hubert M Englc. 

Anderson, Charles L Eng2c. 

Fonda, Earl J Eng2c. 

Luece, Charles R Eng2c. 

Ray, Fred Eng2c. 

Ward, Homer R Eng2c. 

Barnes, Albert CWT 

Brewer, Roy D CWT. 

Gettinger, Charles CWT. 

Logan, John CWT. 

Lubawski, Louis J CWT. 

Nolan, James CWT. 

Shaw, John CWT. 

Welborn, Grover E CWT. 

Anderson, Burrell G Wt. 

Brennan, Frank J Wt. 

Campbell, Roy Wt. 

Davis, Robert H Wt. 

Holton, Parker M Wt. 

Fain, Richard F Wt. 

McAllister, Harry A Wt. 

[154 



Rought, Leonard Wt. 

Skelly, Francis F Wt. 

Sutter, Frank C Wt. 

Taylor, George A Wt. 

Minnaugh, Patrick I Bmkr. 

Blanchard, Emile J Flc. 

Borror, Fred W Flc. 

Bray, Lawrence E Flc. 

Crawford, Samuel A Flc. 

Davidson, Ray P Flc. 

Grau, Eli Flc. 

GiUen, John P Flc. 

Hardman, Charles F Flc. 

Jobbins, J. S Flc. 

Jones, William C Flc. 

Kessell, Stephen B Flc. 

Knapp, John A Flc. 

McBride, L Flc. 

Kron, Nicholas Flc. 

Meyer, Cecil Flc. 

Murphy, Joseph Flc. 

Palmer, J. M Flc. 

Peterson, George J Flc. 

Quigley, J. J Flc. 

Salyers, Luke B Flc. 

Schearing, Fred J Flc. 

Schoemaker, Earston F Flc. 

Schou, Leroy Flc. 

Shotts, Benjamin H Bsmth. 

Slonaker, Thomas U Flc. 

Sommerhouse, Edward F Flc. 

Specht, Niel L Flc. 

Stephenson, Charles A Flc. 

Storey, Orman Flc. 

Tempera, James Flc. 

Thayer, Neil H Flc. 

Thompson, E. M Flc. 

Thompson, John E Flc. 

Tyler, Frederick E Flc. 

Webber, Dott Flc. 

Whaley, Claude Flc. 

Williams, John C Flc. 

Wilson, Jesse F Flc. 

Allen, Howard F2c. 

Bailey, George L F2c. 

Bower, Clifford A F2c. 

Buinson, Fred L F2c. 

Buckley, Forrest E F2c. 

Burton, John L F2c. 

Cautrell, Seldon J F2c. 

Chappell, Charlie H F2c. 

DeHaven, Lafayette F2c. 

Douglas, Wyatt S F2c. 

Eisel, John F F2c. 

Fields, Harold J F2c. 

Greene, Francis M F2c. 

Jekel, Harry L F2c. 

] 



u. s. 



s. 



HARRISBURG 



Johle, Gus H F2c. 

Little, Walter C F2c. 

McShane, John F ....F2c. 

Murray, Thomas F2c. 

Oest, Andrew H F2c. 

Olszenski, Stephen F F2c. 

Saltsider, Koswell W F2c. 

Sanders, Rexford F2c. 

Sharpe, Jack M F2c. 

Smith, William F2c. 

Stothers, Joseph L F2c. 

Trevena, William J F2c. 

Tyler, William F2c. 

Vordeldonk, Edward F F2c. 

Webber, Willie G F2c. 

Wood, Patrick F F2c. 

Ashcrof t, Claude T F3c. 

Ballentine, William J F3c. 

Colburn, Leonard M F3c. 

Cullen, John F F3c. 

Cullen, Jobe F F3c. 

Dean, Sem R F3c. 

Freeman, Gus E F3c. 

Hathaway, Wilmot C F3c. 

Kennedy, Thomas F3c. 

Lighthall, Leonard R F3c. 

Moore, Walter E F3c. 

Price, Martin F F3c. 

Rochester, William H F3c. 

Shide, Homer F F3c. 

Sudduth, Henry P F3c. 

Syfrett, Frank E F3c. 

Thornton, Charlie B F3c. 

Tynion, Benjamin J F3c. 

Veazey, Eleigh E F3c. 

Williams, Henry H F3c. 

Barnard, Alfred L CY. 

Bena, August CY. 

Bohman, Carl A CY. 

Donlan, James J CY. 

Haskins, Merrill D CY. 

McCallum, Leonard CY. 

Myers, Waher E CY. 

Richartz, Paul B CY. 

Riker, Paul S ...CY. 

Stenstrum, William CY. 

Sutherland, Leslie L CY. 

Troy, Joseph L CY. 

Yarnall, Joseph E CY. 

Ball, William W Ylc. 

Dwyer, Jeremiah Y2c. 

Dunlap, Martin C Ylc. 

Reives, Harold W Ylc. 

Schwartz, Philip Ylc. 

Supvenant, Valmore J Ylc. 

Webb, Frank Ylc. 

Goldsmith, Valentine Y2c. 



Handrick, Thomas F Y2c. 

. McKineey, Harold M Y2c. 

Morgan, John R Y2c. 

Rogers, Thomas J Y2c. 

Sweeney, James B Y2c. 

Tinn, John S Y3c. 

Guy, William J Y3c. 

Levinger, Harold W Y3c. 

Lynch, John T Y3c. 

Marshall, Ernest Y3c. 

Scales, Walter R Y3c. 

Smith, Nathaniel Y3c. 

Thompson, Clarence Y3c. 

Waterhouse, Ray C Y3c. 

Hamm, Mason J Lds. for Y. 

Surface, Arthur L CPhM. 

Gladney, James C PhMlc. 

Hinkley, Amos B PhMlc. 

Russell, Ernest E PhM2c. 

Woodmansee, William F PhMlc. 

Franklin, George PhM2c. 

Lewis, Daniel E PhM2c. 

Rubel, Jeff Leo PhM2c. 

Yates, H. L PhM2c. 

Bullock, Gerald H PhM3c. 

Cole, Ray Jay PhM3c. 

Quail, Harold H PhM3c. 

Levin, Benjamin PhM3c. 

Redinger, Clyde E PhM3c. 

Ward, Aubrey V PhM3c. 

McClintock, Herbert L HAlc. 

Weaver, Wilbur W HAlc. 

Schneberger, Hugo C HAlc. 

Swenson, Walter M Lds. for HA. 

Baumgarten, E. O Muscle. 

Ellis, George 1st Muse. 

Hartwell, O. W Musc2c. 

Counsell, Robert A Bug. 

Faltus, Eugene W Bug. 

Gleck, Carl J. Bug. 

Doak, Ramson P CCStd. 

Ittmann, Louis A CCStd. 

Kelly, James F CCStd. 

Bittner, Peter ComStd. 

Dimon, Harold J ComStd. 

Jarvis, Harry R ComStd. 

Levinson, Morris L ComStd. 

Lindley, Frank H ComStd. 

Mesloh, George H ComStd. 

Reynard, Carl H ComStd. 

Wells, Benjamin T ComStd. 

Wormley, David M ComStd. 

Yarmas, Athanasios ComStd. 

Cobley, Robert H SC2c. 

Kenheke, George R SC2c. 

Kyle, Leon SC2c. 

Lipani, Vincenzo SC2c. 



[155] 



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Morrison, Joseph A SC2c. 

Jackson, James M SC3c. 

Smith, Alexander SC2c. 

Trozzo, Vincent SC2c. 

Calta, Charles S SC3c. 

Jacobs, Albert I SC3c. 

Reymann, John H SC3c. 

Sweeting, Richard F SC3c. 

Chernon, Abraham SC4c. 

Dimpson, Alexander SC4c. 

Cropper, Louis SC4c. 

Hailes, John SC2c. 

Lockwood, Horatio SC4c. 

Marshall, Mealldy F SC4c. 

Nickerson, Arthur J SC4c. 

Wasserman, Max S SC4c. 

Polzin, Albert Lds. for SC. 

Atchison, Claude H Bkrlc. 

Hannon, James W Bkrlc. 

Williams, Keith D Bkrlc. 

Cannon, Malachi M Bkr2c. 

Karp, Jack Bkr2c. 

Nourse, Elmer H Bkr2c. 

Bianco, Angelo A CabStd. 

Howes, Clifford F CabStd. 

Wynn, Lemuel A CabCk. 

Bell, J. H CabCk. 

Perazio, Joseph M WRStd. 

Rabbino, Louis WRStd. 

Smith, Lee Roy WRStd. 

Smith, Samuel H WRStd. 

Wallace, Edward WRStd. 

Watson, Thaddeus WRStd. 



Calcaquine, Anthony WRStd. 

Monroe, Lewis WRStd. 

Gilroy, P. M WRStd. 

Lewis, Joseph H WRStd. 

McLeod, Herod E WRCk. 

Williams, Emanud StgCk 

Carmichael, Fitzraymond MAttlc. 

McCollins, Arthur F MAttlc. 

Salop, Morris MAttlc. 

Tinkler, Robert I MAttlc. 

Douglas, William A MAtt2c. 

Falcone, Anthony MAtt2c. 

Harding, Patrick J MAtt2c. 

Ingram, Lorenzo B MAtt2c. 

Arline, Cola R MAtt3c. 

Blackman, Bennie MAtt3c. 

Caputo, Amiello MAttSc. 

Cohen, Samuel MAtt3c. 

Criscuola, Anthony J MAttSc. 

Doran, John J MAtt3c. 

Emelock, Charles MAttSc. 

Genatt, Benjamin MAtt3c. 

Kemack, Abe MAtt3c. 

McVey, Bernard MAtt2c. 

Manlapaz, Juan MAtt3c. 

Moore, Thomas J MAtt3c. 

Pagano, Thomas MAtt3c. 

Orine, Ensigio Y MAttSc. 

Petrozza, Louis MAttSc. 

Sheehy, Michael MAttSc. 

Sylvester, Willard MAttSc. 

White, Thomas J MAttSc. 

Writht, Tommie MAttSc. 




[156 1 



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U. S. S. HARRISBURG 

Flagship of 

Cruiser and Transport Force 

United States Atlantic Fleet 

Force Special Order 0236 

In Reply Refer to Mail and Telegraph Address Telephone 

No. Steneck Building, Hoboken, N. J. Hoboken 3090 

GL-M-44-20 (2-0) JIZ 

26 June, 1919. 
From: Commander Cruiser and Transport Force. 
To: Cruiser and Transport Force. 

Subject: Secretary of War and Secretary of Navy Commend Operations 
of Navy Transport Fleet. 

1. The following letter is quoted for the information of the Force 
and compliance with paragraph 3 : 

28963-689 Op.-46 12 June, 1919. 

Navy Department, Washington, D. C. 

From: Secretary of the Navy. 

To: Commander Cruiser and Transport Force. 

Commander Battleship Force One. 
Via: Commander in Chief U. S. Fleet. 

Subject: Operations of Transport Fleet during the month of May. 

1. The following letter to the Secretary of the Navy is quoted 
for your information: 

"My Dear Mr. Secretary: 

"The operations of the Transport Fleet during the month of May 
has been so successful that I believe it appropriate at this time to 
extend to you and the Navy, particularly the officers and men directly 
connected with the operations of the Cruiser and Transport Fleet, my 
hearty congratulations and appreciation of the War Department for 
the splendid service they have rendered during our overseas operations. 

"It is a source of great gratification to the War Department, and 
it must be to the Navy, to look back over the past year and a half and 
note the success of these operations and to summarize just what has 
been accomplished in the matter of transporting troops and supplies 
to France. I am sure that this successful operation is due more to 
the close co-operation and splendid team work which has existed 
between the two services than to any other one thing. 

[158] 



u. 



S. S. HARRISBURG 



"I might mention by name a number of distinguished officers of 
the Navy who have been directly connected with this important work, 
but I much prefer to commend as a whole the efficient and loyal per- 
sonnel of both the Army and Navy whose steadfast and untiring efforts 
have made possible the great success of this unprecedented undertaking. 

"If it meets with your approval, I will be very much pleased if 
you will make known to the Naval force engaged in the transport work 
the contents of this communication and assure them that the War 
Department fully appreciates the magnitude of the work they have 
performed for their country. 



'Cordially yours, 
"(Signed) 



Newton D. Baker. 
"Secretary of War, 



2. The Navy Department concurs with the Secretary of War 
in his appreciation of the operation of the Transport Fleet, not only 
during the month of May, but during the past year and a half as well. 

3. Copies of this letter will be forwarded by the Force Com- 
mander concerned to Commanding Officers of all ships under their 
commands, and these Commanding Officers will publish the letter to 
officers and crews of their ships on the first opportunity after its receipt. 

(Signed) Josephus Daniels, 
Secretary of the Navy. 

Albert Cleaves. 




[159] 



BROOKLYN EAGLE PRESS 



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